CN209204611U - Electric vehicle and electric return board - Google Patents

Abstract

The utility model relates to electric vehicles and electric return board.Electric vehicle can wrap rubbing board, which includes pan section and wheel assembly, and pan section is respectively configured to receive the foot of bicyclist, and wheel assembly is arranged between pan section.Motor sub-assembly can be installed to plate and be configured to promote electric vehicle using wheel assembly.At least one orientation sensor can be configured to the directed information of measurement plate, and at least one pressure-sensing transducer can be configured to determine bicyclist that there are information.Motor controller can be configured to receive directed information and bicyclist that there are information, and be based on directed information and there are information, and motor sub-assembly to be promoted to promote electric vehicle.

Description

Electric vehicles and electric skateboards

This application is a divisional application of the application dated November 5, 2015, the application number is 201590001276.X, and the utility model name is "Electric Vehicle (formerly named "Rider Detection System")".

cross reference

This application claims priority to US Provisional Patent Application Serial No. 62/075,658, filed November 5, 2014, which is hereby incorporated by reference for all purposes. The following related application and materials are also incorporated herein in their entirety for all purposes: US Patent No. 9,101,817.

technical field

The present disclosure generally relates to self-stabilizing electric vehicles. More specifically, the present disclosure relates to cyclist detection systems and methods for such vehicles.

Background technique

US Patent No. 9,101,817 describes a self-balancing electric vehicle with mechanical buttons or optical switches that can be located on opposite decks of the board to determine whether a rider is on the electric vehicle. If the rider's weight is removed from one of the buttons or switches, the motor controller can slow down the motor to bring the board to a safe stop. However, this prior art cyclist detection system is limited to only teaching one cyclist detection switch on each foot plate portion of the board. As a result, a rider may partially lift one foot for balance and inadvertently stop the board. Conversely, a rider who wants to stop the board may not be able to stop the board so easily.

Utility model content

The present disclosure provides systems and methods for determining and/or assessing the presence of riders on electric vehicles, such as self-balancing skateboards.

In some embodiments, an electric vehicle may include a deck including a first deck portion and a second deck portion each configured to receive a rider's seat generally perpendicular to the deck. A left foot or a right foot positioned along the longitudinal axis of the vehicle; a wheel assembly comprising ground contacting elements disposed between the first deck portion and the second deck portion and between the first deck portion and the second deck portion extending above the face portion; a motor assembly mounted to the board and configured to rotate the ground-contacting element about an axis to propel the electric vehicle; at least one orientation sensor configured to measure orientation information of the board; a first sensing region configured to In the first deck portion, the first sensing region includes a first pressure-sensing transducer; and a motor controller configured to receive board orientation information measured by the orientation sensor and based on The first pressure senses the output of the transducer for rider presence information and causes the motor assembly to propel the electric vehicle based on the board orientation information and the rider presence information.

In some embodiments, a motorized skateboard can include a foot deck having a first deck portion and a second deck portion each configured to support a rider's feet oriented along the longitudinal axis of the deck; exactly one ground contacting wheel disposed between and extending above the first deck portion and the second deck portion and configured to surround the shaft rotates to propel the skateboard; at least one orientation sensor configured to measure the orientation of the foot surface; a pressure sensing transducer disposed on the first deck portion; and an electric motor configured to The output of the orientation and pressure sensing transducers cause the wheels to rotate.

In some embodiments, a self-balancing electric vehicle may include a frame defining a plane and having a longitudinal axis; a first deck portion mounted to the frame and configured to support a rider's bicycle oriented generally perpendicular to the longitudinal axis of the frame. a first foot; a second deck portion mounted to the frame and configured to support a rider's second foot oriented generally perpendicular to the longitudinal axis of the frame; wheels mounted to the frame between the deck portions, between extending above and below a plane and configured to rotate about an axis lying in the plane; at least one orientation sensor mounted to the frame and configured to sense orientation information of the frame; a pressure sensing transducer disposed on the first plate a face portion and configured to sense rider presence information based on a force applied to the first deck portion; a motor controller configured to receive the orientation information and the rider presence information and generate a motor control signal in response; and a motor that It is configured to receive a motor control signal from the motor controller and to rotate the wheel in response, thereby propelling the skateboard.

The features, functions, and advantages can be achieved independently in various embodiments of the present disclosure or may be combined in yet further embodiments, further details of which can be seen with reference to the following description and drawings.

Description of drawings

1 is a perspective view of a rider on an electric vehicle including wheel assemblies and axes of pitch, roll and yaw.

2 is an exploded perspective view of a wheel assembly including a hub motor.

3 is a semi-schematic cross-sectional view of a hub motor taken along the pitch axis.

4 is a perspective view of the underside of the electric vehicle.

5 is a schematic diagram of various electrical components of an electric vehicle.

Fig. 6 is a flow chart showing an exemplary initialization procedure, standby procedure and operation procedure of an electrical component.

7 is a side view of the electric vehicle in a first orientation.

8 is a side view of the electric vehicle moved to a second orientation to activate the control loop for the hub motors.

9 is a side view of the electric vehicle moved to a third orientation to drive the hub motors in a clockwise direction.

10 is a side view of the electric vehicle moved to a fourth orientation to drive the hub motors in a counterclockwise direction.

11 is a semi-schematic front view of the electric vehicle moved to a fifth orientation to adjust the rotational rate of the hub motors.

12 is a semi-schematic top view of the electric vehicle moved to a sixth orientation to adjust the rotational rate of the hub motors.

13 is a schematic diagram of a system including an electric vehicle in communication with a wireless electronic device.

14 is a schematic diagram of a software application for a wireless electronic device.

Figure 15 is an exemplary screen shot of a software application.

Figure 16 is another exemplary screenshot of a software application showing navigation features.

Figure 17 is another exemplary screenshot of a software application showing another navigation feature.

Figure 18 is a semi-schematic screenshot of a software application showing a rotated image.

Figure 19 is an illustration of operations performed by one embodiment of a software application.

20A and 20B are another illustration of operations performed by one embodiment of a software application when viewed together.

21 is a schematic diagram of a system including wireless electronic devices in communication with multiple electric vehicles.

22 is a schematic diagram of a system including an electric vehicle in communication with multiple wireless electronic devices.

23 is a schematic diagram of an illustrative data processing system.

24 is an exploded isometric view of an illustrative cyclist detection device including a deck and pressure sensing transducers suitable for use in an electric vehicle in accordance with aspects of the present disclosure.

FIG. 25 is an isometric assembled view of the device of FIG. 24 .

26 is a schematic top view of another illustrative cyclist detection device including a first sensing element and a second sensing element.

27 is a schematic top view depicting the device of FIG. 26 integrated into the deck of an electric vehicle according to aspects of the present disclosure.

28 is a schematic cross-sectional view of the deck and rider detection device of FIG. 27 taken along line 28-28.

29 is a flow chart depicting steps in an illustrative method of operation for an electric vehicle having a rider detection system in accordance with aspects of the present disclosure.

Detailed ways

An electric vehicle with a cyclist detection system is described below and shown in the associated drawings. Unless otherwise specified, an electric vehicle and/or its various components may, but need not necessarily, incorporate at least one of the structures, components, functions and/or modifications described, illustrated and/or included herein. Furthermore, structures, components, functions and/or modifications described, illustrated and/or included in connection with a system or method herein may, but need not necessarily, be incorporated into other similar systems or methods. The following description of various embodiments is merely exemplary in nature and is in no way intended to limit the invention, the application or uses of the invention.

Overview

An electric vehicle, generally indicated at 100 , and components and functions associated therewith are shown in FIGS. 1-29 . Vehicle 100 may be a self-stabilizing vehicle and/or a self-balancing vehicle, such as an electrically powered single-wheel self-balancing skateboard. The vehicle 100 may have a rider posture and/or motion similar to a surfboard or snowboard, which may make riding the vehicle 100 intuitive and provide increased safety.

As shown in FIG. 1 , the vehicle 100 may include a deck (or foot deck, or frame, or platform) 104 having a first deck portion (or foot board) 116 for receiving a wheel assembly 112 and the opening 108 between the second deck portion (or footboard) 120 . The first deck portion 116 and the second deck portion 120 may be the same physical piece or may be separate pieces. The first deck portion 116 and the second deck portion 120 may be included in the board 104. First deck portion 116 and second deck portion 120 may each be configured to support a rider's foot. First deck portion 116 and second deck portion 120 may each be configured to receive a rider's left or right foot.

Frame 104 may define a plane. The first deck portion 116 may be mounted to the frame 104 and configured to support a rider's first foot. The second deck portion 120 may be mounted to the frame 104 and configured to support a rider's second foot.

The wheel assembly 112 may be disposed between the first deck portion 116 and the second deck portion 120 . The first deck portion 116 and the second deck portion 120 may be located on opposite sides of the wheel assembly 112 with the board 104 sized to approximate a skateboard. In other embodiments, the board may approximate a longboard skateboard, snowboard, surfboard, or may otherwise be sized as desired. The deck portions 116, 120 of the board 104 may be covered with portions of non-slip material 124, 128 (eg, "grip tape") to aid rider control.

Wheel assembly 112 may include ground-contacting elements (eg, tires, wheels, or continuous tracks) 132 . As shown, the vehicle 100 includes exactly one ground-contacting element 132 and the exactly one ground-contacting element is disposed between the first deck portion 116 and the second deck portion 120 . Ground-contacting element 132 may be mounted to motor assembly 136 . Motor assembly 136 may be mounted to plate 104 . Motor assembly 136 may include shaft 140 (see FIG. 2 ), which may be coupled to plate 104 (see FIGS. Figure 4). Motor assembly 136 may be configured to rotate ground-contacting element 132 about (or about) axis 140 to propel vehicle 100 . For example, motor assembly 136 may include a motor, such as hub motor 144 , configured to rotate ground-contacting element 132 about axis 140 to propel vehicle 100 along the ground. The motor may be an electric motor.

Vehicle 100 may have a pitch axis A1 , a roll axis A2 and a yaw axis A3 . Pitch axis A1 may be the axis about which motor assembly 136 rotates tire 132 . For example, the pitch axis A1 may pass through the shaft 140 (eg, the pitch axis A1 may be parallel to and aligned with the direction of elongation of the shaft 140 ). Roll axis A2 may be perpendicular to pitch axis A1 and may extend generally in a direction in which vehicle 100 may be propelled by motor assembly 136 . For example, the roll axis A2 may extend in the direction of elongation of the plate 104 . The yaw axis A3 may be perpendicular to the pitch axis A1 and the roll axis A2. For example, the yaw axis A3 may be normal to the plane defined by the deck portions 116 , 120 .

Wheels 132 may be mounted to frame 104 between deck portions 116 , 120 . Wheels 132 may extend above and below the plane defined by frame 104 . Wheels 132 may be configured to rotate about an axis lying in the plane (eg, pitch axis A1 ). Additionally, the roll axis A2 may lie in a plane defined by the frame 104 . In some implementations, the pitch and roll axes may define a plane.

The tire 132 can be wide enough in the heel-toe direction (eg, in a direction parallel to the pitch axis A1 ) so that the rider can use their own balance to balance themselves in the heel-toe direction. Tire 132 may be tubeless, or may be used with inner tubes. Tires 132 may be non-pneumatic tires. For example, tire 132 may be "airless," solid, and/or made of foam. The tire 132 may be contoured so that the rider can tilt the vehicle 100 on the edge of the tire 132 (and/or pivot the board about the roll axis A2 and/or the yaw axis A3 through heel and/or toe pressure—see 11 and 12) to make the vehicle 100 "turn".

The hub motor 144 may be mounted within the tire (or wheel) 132 and may be of the internal gear type or may be of the direct drive type. The use of hub motors eliminates chains and belts and allows for a form factor that greatly improves maneuverability, weight distribution and aesthetics. Mounting the tire 132 to the hub motor 144 can be accomplished either through a split rim design that can use a hub adapter that can be bolted to the hub motor 144, or by casting the housing of the hub motor so that it sits directly on the hub motor 144. Mounting flanges for the beads are provided on the housing.

FIG. 2 shows an embodiment of the wheel assembly 112 with bolted hub adapters 148 , 152 . One or more fasteners (eg, bolts 156 ) may connect the first side of hub motor 144 to hub adapter 148 . Hub motor 144 and hub adapter 148 may be positioned within opening 158 of tire 132 with outer mounting flange 148a of adapter 148 positioned adjacent the bead on a first side (not shown) of opening 158 . One or more fasteners (eg, a plurality of bolts 160 ) may connect hub adapter 152 to the second side of hub motor 144 and may attach outer mounting flange 152 a of adapter 152 on the second side of opening 158 . Positioned adjacent to the bead 162 . The mounting flanges 148a, 152a may engage respective beads to seal the interior of the tire 132 for subsequent inflation. Mounting flanges 148a, 152a may frictionally engage tire 132 to transmit rotation of hub motor 144 to tire 132.

The shaft 140 may be inserted through a central hole of the first shaft mount 164 . Enlarged head portion 140a of shaft 140 may be retained by shaft mount 164 . For example, the central bore of mount 164 may have a narrow portion having a diameter that is less than the diameter of portion 140a. Threaded portion 140b of shaft 140 may in turn extend through sleeve 168, central bore (not shown) of hub adapter 148, central bore 172 of hub motor 144, central bore of hub adapter 152, central bore 176 of torque rod 180 and the center hole of the second shaft mount 184 . After threaded portion 140b extends through the central bore of mount 184 , nut 186 may be tightened onto threaded portion 140b to secure wheel assembly 112 together. For example, the central bore of mount 184 may have a narrow portion with a diameter that is smaller than the diameter of nut 186 .

The non-circular member 190 may be fixedly attached to the stator of the hub motor 144 (see FIG. 3 ). When the wheel assembly 112 is secured together, the member 190 may seat in the slot 180a of the torque rod 180 and the torque rod 180 may seat in the slot 184a of the mount 184 . Slot 184a may be similarly shaped and/or dimensioned as slot 164a of mount 164 . Member 190 frictionally engages mount 184 to prevent stator rotation during operation of hub motor 144 .

The sleeve 168 may be sized to provide a desired spacing of the wheel assembly components between the mounts 164 , 184 . For example, a first end of sleeve 168 may be seated in or adjacent to a central bore of mount 164 and a second end of sleeve 168 may be adjacent to the side of bore 172 on a proximal side of hub adapter 148. (not shown), and the sleeve 168 may have a length between its first end and second end that provides a desired spacing.

Preferably, hub motor 144 is a direct drive transverse flux brushless motor. The use of transverse flux motors can allow for high (substantially) immediate and continuous torque to improve the performance of electric vehicles.

FIG. 3 shows a schematic example of a direct drive transverse flux brushless implementation of the hub motor 144 cut at the pitch axis. As shown, hub motor 144 may include magnets 192 mounted on (or fixedly affixed to) the inside surface of the outer wall of rotor 194 . The rotor 194 may be fixedly attached to the hub adapters 148, 152 (see FIG. 2 ). The stator 196 may be fixedly attached to a sleeve 198 extending through the central bore 172 (see FIG. 2 ). A sleeve 198 may extend through the rotor 194 . Sleeve 198 may be fixedly attached to member 190 (see FIG. 2 ). Sleeve 198 may ride on bearings 200 attached to rotor 194 . In some embodiments, bearing 200 may be attached to sleeve 198 and may ride on rotor 194 . Phase wires 202 may extend through bore 172 (or other suitable opening) and may connect one or more electrical coils 203 of stator 196 to one or more other electrical coils 203 of vehicle 100, such as a power stage. The electrical components (see Figures 4 and 5) are electrically connected. The one or more electrical components may drive the hub motors 144 based on rider input to propel the vehicle 100 and actively balance the vehicle 100 (see FIGS. 7-12 ). For example, the one or more electrical components may be configured to sense movement of plate 104 about the pitch axis and drive hub motor 144 to rotate tires 132 in a similar direction about the pitch axis. Additionally, the one or more electrical components may be configured to sense movement of the panel 104 about the roll axis and/or yaw axis and adjust the speed of the drive motor based on the sensed movement, which may increase the speed of the vehicle 100. performance, especially when cornering.

For example, the one or more electrical components may be configured to selectively energize an electrical coil based on rider input (e.g., movement of plate 104) to generate an electromagnetic field for applying force to magnet 192, causing rotor 194 relative to the desired rotation of the stator 196.

In some embodiments, hub motor 144 may be a brushed hub motor. Alternatively, the electric vehicle may include any device and/or motor suitable for driving the hub of the wheel, such as a chain drive, a belt drive, a gear drive and/or a brushed or brushless motor disposed on the outside of the wheel hub .

Preferably, the hub motor 144, tire 132 and axle mounts 164, 184 may be connected together as a subassembly (eg, wheel assembly 112) and then integrated into the overall vehicle (eg, operably mounted in panel 104 ) to facilitate tire replacement and maintenance. The subassembly may be operably mounted in the panel 104 by connecting the mounts 164, 184 to the panel 104 with one or more corresponding fasteners (eg, corresponding bolts 204, 206) (see FIG. 2). FIG. 4 shows bolts 204 connecting mount 184 to a portion of plate 104 . Bolts 206 may similarly connect mount 164 to opposing portions of plate 104 . The axle mounts 164, 184 may be configured to be detachable from the board 104, and the motor may be configured to "unplug" from one or more electrical components disposed in the board 104, for example to allow a rider to remove a sub from the board 104. assembly, thereby changing tires or performing other repairs to wheel assembly 112 and/or plate 104 .

Referring to FIGS. 1 and 4 , the first anti-slip pad 208 can be integrated into (or connected to) the first end of the board 104 at the proximal side of the first deck portion 116 and the second anti-slip pad 212 can be integrated into (or connected to) the first end of the board 104 near the first deck portion 116 into) the second end of the board 104 proximal to the second deck portion 120. The non-slip pads 208, 212 may be replaceable and/or optionally removable. For example, the cleats may include replaceable polymer parts or components. In some embodiments, the cleats may be configured to allow a rider to stop the vehicle 100 in an angled orientation (e.g., by placing one end of the plate after the rider removes their foot from the rider detection device or switch). set against the ground, which is described in further detail below). As said ends of the plates are set against (or in contact with) the ground, the corresponding non-slip pads are worn by abrasion against the surface of the ground.

The vehicle 100 may include one or more side cleats configured to protect the paint or other finish on the panel 104 and/or, for example, if the vehicle 100 is on its side Flipping on top and/or sliding along the ground on its sides additionally protects the vehicle 100 . For example, one or more side cleats may be removably attached to one or more opposing longitudinal sides of the panel (eg, extending generally parallel to the roll axis). FIG. 1 shows a first side cleat 216 attached to the first longitudinal side 104a of the panel 104 . In FIG. 4, the side cleats 216 have been removed from the first longitudinal side 104a. A second side cleat (not shown) may similarly be removably attached to a second longitudinal side 104b of the plate 104 opposite the first longitudinal side 104a (see FIG. 4 ). The side skid pads may be incorporated into the electric vehicle as one or more removable parts or components, and/or may be or include replaceable polymer parts or components.

Removable attachment of the cleats and/or side cleats to the board allows the rider (or other user) to selectively remove one or more of these pads as they become worn due to wear, and / Or replace worn pads with one or more replacement pads.

As shown in FIG. 4 , the vehicle 100 may include a handle 220 . The handle 220 may be disposed on the underside 104c of the plate 104 . The handle 220 may be integrated into a housing or housing of one or more of the electrical components.

In some embodiments, the handle 220 may be operable between an in (IN) position and an out (OUT) position. For example, the handle 220 may be pivotally connected to the plate 104, wherein the in position corresponds to the handle 220 being generally flush with the underside 104c of the plate 104, and the out position corresponds to the handle 220 being pivoted away from the underside 104c ( or folded), so that the handle 220 protrudes away from the deck portion 120.

The vehicle 100 may include any suitable mechanism, device or structure for releasing the handle 220 from the in position. For example, the vehicle 100 may include a locking mechanism 224 configured to operate the handle 220 between a locked (LOCKED) state and an unlocked (UNLOCKED) state, the locked state corresponding to preventing the handle 220 from moving from the in position to the out position. , the unlocked state corresponds to allowing the handle 220 to move from the in position to the out position. In some embodiments, the rider can depress the locking mechanism 224 to operate the handle from the locked state to the unlocked state. The rider can manually move the handle 220 from the in position to the out position. A rider may grasp handle 220, lift vehicle 100 off the ground and carry vehicle 100 from one location to another.

In some embodiments, the handle 220 may include a biasing mechanism, such as a spring, that automatically urges the handle 220 to the out position when operated to the unlocked state. In some embodiments, the locking mechanism 224 can be configured to selectively lock the handle 220 in the out position.

Vehicle 100 may include any suitable devices, devices, mechanisms, and/or structures for preventing the transfer of water, dust, or other road debris from ground-contacting elements to a rider. For example, as shown in FIG. 1 , the vehicle 100 may include a first partial fender portion 228 and a second partial fender portion 232 . Portion 228 is shown coupled to first deck portion 116 and portion 232 is shown coupled to second deck portion 120 . Portion 228 may prevent the transfer of debris from tire 132 to portions of the rider positioned on or adjacent deck portion 116 , such as when tire 132 is rotated in a counterclockwise direction about pitch axis A1. Portions 232 may prevent the transfer of debris from tires 132 to portions of the rider positioned on or adjacent to deck portion 120 , such as when tires 132 are rotated in a clockwise direction about pitch axis A1 .

Additionally and/or alternatively, vehicle 100 may include full fenders 240 as shown in FIGS. 7-10 . Mudguard 240 may be configured to prevent the transfer of debris from the ground-contacting element to the rider. For example, first portion 240a of fender 240 may be coupled to first deck portion 116, second portion 240b of fender 240 may be coupled to second deck portion 120, and central portion 240c of fender 240 may be coupled to First portion 240a and second portion 240b of fender 240 are attached over a portion of tire 132 that protrudes above the upper side of panel 104 , as shown in FIG. 7 .

The fender 240 and/or fender portions 228, 232 may be attached to at least one of the deck portions 116, 120 and configured to prevent water that is traversed by the wheels 132 from splashing onto the rider. A fender 240 may be attached to both deck portions 116, 120 and may generally completely separate the wheel 132 from the rider, as shown in FIGS. 7-10.

Fender 240 may be a resilient fender. For example, fender 240 may include (or may be) a sheet of generally flexible or resilient material (eg, plastic). A first side of the elastic material may be coupled to deck portion 116 (or the panel 104 proximal to deck portion 116), and a second side of the elastic material may be coupled to deck portion 120 (or a panel proximal to deck portion 120). 104). The elasticity of the elastomeric material between the first side and the second side can bias the fender 240 away from the tire 132 to provide sufficient spacing between the fender 240 and the tire 132, as shown in FIGS. 7-10 . Sufficient spacing prevents tires from touching fenders.

Fender 240 (e.g., portion 240c) may be compressible toward tire 132 if, for example, vehicle 100 rolls over such that portion 240c comes into contact with the ground. When the vehicle 100 is returned to a proper riding position, such as the riding position shown in FIG. 7 , the elasticity of the elastic material returns the fenders to a position that provides sufficient clearance.

The fender 240 may extend across the overall width of the tire 132 in a direction parallel to the pitch axis A1 in a manner similar to the extension of the partial fender portion 228 shown in FIG. 1 . Similarly, partial fender portion 232 may extend across the overall width of tire 132 in the direction of pitch axis A1 .

As shown in FIG. 4 , one or more electrical components of vehicle 100 may include power supply 250 , motor controller 254 , rider detection device 262 , power switch 266 , and charging plug 268 . Power source 250 may include one or more batteries that may be rechargeable, such as one or more lithium batteries that are relatively lightweight and have a relatively high power density. For example, power source 250 may include one or more lithium iron phosphate batteries, one or more lithium polymer batteries, one or more lithium cobalt batteries, one or more lithium manganese batteries, or combinations thereof. For example, power supply 250 may include sixteen (16) A123 lithium iron phosphate batteries (eg, model number 26650). The batteries of the power supply 250 may be arranged in a 16S1P configuration. Microcontroller 269 and/or one or more sensors (or at least one sensor) 270 may be included in or connected to motor controller 254 (see FIG. 5 ). At least one of the sensors 270 may be configured to measure orientation information (or orientation) of the board 104 . For example, sensor 270 may be configured to sense movement of panel 104 about and/or along a pitch axis, a roll axis, and/or a yaw axis. The motor may be configured to cause rotation of the wheels 132 based on the orientation of the plate 104 . Specifically, motor controller 254 may be configured to receive orientation information measured by at least one of sensors 270 and to cause motor assembly 254 to propel the electric vehicle based on the orientation information. For example, motor controller 254 may be configured to drive hub motor 144 via microcontroller 269 based on received sensed movement of panel 104 from sensor 270 to propel vehicle 100 and/or actively balance vehicle 100 .

One or more of the electrical components may be integrated into board 104 . For example, board 104 may include a first environmental housing that may house power supply 250 and a second environmental housing that may house motor controller 254 and rider detection device 262 . An environmental enclosure protects one or more electrical components from damage such as ingress of water.

Vehicle 100 may include one or more light assemblies, such as one or more headlight and/or taillight assemblies. For example, a first headlight/taillight assembly (or a first light assembly) 272 may be disposed on (and/or connected to) the first end of the panel 104 or at the first end of the panel 104 (eg, at the first panel portion 116 at the distal end portion), and the second headlight/taillight assembly 276 may be disposed on (and/or connected to) the second end of the panel 104 or at the second end of the panel 104 ( For example, at the distal end portion of the second deck portion 120). The second end of the plate 104 may be opposite the first end.

The head/tail light assemblies 272 , 276 may be configured to reversibly illuminate the vehicle 100 . For example, components 272, 276 may change color to indicate the direction in which vehicle 100 is moving. For example, the headlight/taillight assemblies may each include one or more high output red LEDs and white LEDs (or other suitable illuminator(s)) 278 that are configured to read from microcontroller 269 (and/or sensor A pitch sensor in 270, such as a 3-axis gyroscope 280—see FIG. 5 ) receives the data and automatically changes color from red to white (or white to red, or first color to second color), where the white LED (or first color) shines in the direction of motion and the red LED (or second color) shines backwards (eg, opposite the direction of motion). For example, one or more of the headlight/taillight assemblies (eg, their respective luminaires) may be connected to microcontroller 269 (see FIG. 5 ) via LED driver 282, which may be included in motor controller 254 In or connected to the motor controller 254. In some implementations, the illuminators may include RGB/RGBW LEDs.

The illuminator 278 may be located in and/or protected by the non-slip mats 208, 212, as shown in FIG. For example, the cleats 208, 212 may include corresponding holes 286, 290. Illuminators 278 may be disposed in and shine through respective apertures 286 , 290 . Apertures 286, 290 may be sized to prevent illuminator 278 from touching the ground. For example, apertures 286 , 290 may each have a depth greater than the height of illuminator 278 . In some embodiments, the luminaire may be detachable from the associated cleat such that the cleat can be removed without removing the luminaire.

As shown in FIG. 4, the first anti-slip pad 208 and the first illuminator 278 are disposed at the distal end of the first deck portion 116, and the second anti-slip pad 212 and the second illuminator 278 are disposed at the second deck portion. at the distal end of portion 120. Each of the non-slip pads may include holes (e.g., as mentioned above, non-slip pad 208 may include holes 286, and non-slip pad 212 may include holes 290) configured to allow light from a corresponding illuminator to shine through. over, while preventing the illuminator from touching the ground.

Illustrative Electrical Systems

FIG. 5 shows a block diagram of one or more electrical components of vehicle 100 . Electrical components may include a power management system 300, a direct current to direct current (DC/DC) converter 304, a brushless direct current (BLDC) drive logic 306, a power stage 310, a 3-axis accelerometer 314, one or more Hall sensors 318 and motor temperature sensor 322. DC/DC converter 304 , BLDC drive logic 306 and power stage 310 may be included in and/or connected to motor controller 254 . Accelerometer 314 may be included in sensor 270 .

Active balancing (or self-stabilizing) of an electric vehicle may be achieved through the use of a feedback control loop or mechanism, which may be implemented in one or more electrical components. The feedback control mechanism may include a sensor 270 connected to (and/or included in) the motor controller 254 .

Preferably, the feedback control mechanism includes a proportional-integral-derivative (PID) control scheme using one or more gyroscopes (eg, gyroscope 280 ) and one or more accelerometers (eg, accelerometer 314 ). Gyroscope 280 may be configured to measure the pivoting of foot surface 104 about the pitch axis. Gyroscope 280 and accelerometer 314 may collectively be configured to estimate (or measure or sense) the tilt angle of board 104 , such as the orientation of the foot surface about the pitch, roll, and yaw axes. In some embodiments, the gyroscope and accelerometer 314 may be collectively configured to sense orientation information sufficient to estimate the tilt angle of the frame 104 , including pivoting about the pitch, roll, and yaw axes.

Orientation information of board 104 may be measured (or sensed) by gyroscope 280 and accelerometer 314 , as described above. Corresponding measurements (or sensed signals) from gyroscope 280 and accelerometer 314 may be combined using a complementary or Kalman filter to estimate the tilt angle of panel 104 (e.g., panel 104 about a pitch axis, roll axis, and/or pivoting about the yaw axis, where pivoting about the pitch axis corresponds to the pitch angle, pivoting about the roll axis corresponds to the roll angle or heel-toe angle, and pivoting about the yaw axis corresponds to the yaw angle) , while filtering out the effects of collisions, road textures, and disturbances due to steering inputs. For example, gyroscope 280 and accelerometer 314 may be connected to microcontroller 269, which may be configured to measure movement of board 104 about and along pitch, roll, and yaw axes (see FIG. 1 ), respectively. Alternatively, the electric vehicle may include any suitable sensor and feedback control loop configured to self-stabilize the vehicle, such as a 1-axis gyroscope configured to measure the pivot of the plate about the pitch axis, a 1-axis gyroscope configured to measure the gravity vector An axis accelerometer and/or any other suitable feedback control loop, such as a closed loop transfer function. However, additional accelerometer and gyroscope axes may allow for improved performance and functionality, such as detecting if the board has rolled over on its side or if the rider is turning.

The feedback control loop may be configured to drive the motor 144 to reduce the angle of the plate 104 relative to the ground. For example, if in FIG. 1 the rider would tilt the board 104 downward so that the first deck portion 116 is “lower” than the second deck portion 120 (e.g., if the rider pivots clockwise about the pitch axis A1 plate 104 ), the feedback loop may drive motor 144 to cause clockwise rotation of tire 132 about pitch axis A1 (see FIG. 9 ) and a counterclockwise force on plate 104 .

Thus, motion of the electric vehicle is achieved by the rider leaning his weight towards his "front" foot. Similarly, deceleration is achieved by the rider leaning towards their "back" foot. Regenerative braking may be used to slow the vehicle. Continuous counter-maneuvering is achieved by the rider maintaining his lean towards his "rear" foot.

As indicated in FIG. 5 , microcontroller 269 may be configured to send signals to BLDC drive logic 306 , which may convey information about the orientation and motion of board 104 . BLDC drive logic 306 may then interpret the signal and communicate with power stage 310 to drive motor 144 accordingly. The Hall sensor 318 may send a signal to the BLDC drive logic to provide feedback regarding the substantially instantaneous rate of rotation of the rotor of the motor 144 . Motor temperature sensor 322 may be configured to measure the temperature of motor 144 and send the measured temperature to logic 306 . The logic 306 may limit the amount of power supplied to the motor 144 based on the measured temperature of the motor 144 to prevent the motor 144 from overheating.

Certain modifications of the PID loop or other suitable feedback control loop may be incorporated to improve the performance and safety of the electric vehicle. For example, integral windup may be prevented by limiting the maximum integrator value, and an exponential function may be applied to the pitch error angle (eg, the measured or estimated pitch angle of the panel 104 ).

Alternatively or additionally, some embodiments may include neural network control, fuzzy control, genetic algorithm control, linear quadratic regulator control, state-dependent Riccatiequation control, or other control algorithms . In some implementations, absolute or relative encoders may be incorporated to provide feedback of the motor position.

As mentioned above, during cornering, the pitch angle can be adjusted by the heel-toe angle (eg, pivoting of the board about the roll axis—see FIG. 11 ), which can improve performance and prevent the front medial edge of the board 104 from contacting the ground. In some embodiments, the feedback loop may be configured to increase, decrease, or otherwise adjust the rate of rotation of the tire if the plate is pivoted about the roll axis and/or the yaw axis. This adjustment of the rate of rotation of the tires can exert an increased normal force between a portion of the board and the rider, and can provide the rider with the same cutting edge as a snowboard through snow or a surfboard through water when cornering. ) is similar to the "cutting edge" feeling.

Once the rider has properly positioned themselves on the board, the control loop may be configured to not activate until the rider has moved the board to the predetermined orientation. For example, the algorithm may be incorporated into a feedback control loop such that the control loop is inactive (e.g., the motor is not driven) until the rider uses their own weight to bring the board to an approximately horizontal orientation (e.g., 0 degrees of pitch—as in shown in Figure 8). Once this predetermined orientation is detected, a feedback control loop can be enabled (or activated) to balance the electric vehicle and facilitate the electric vehicle from a stationary mode (or configuration, or state, or orientation) to a moving mode ( or configuration, or state, or orientation) transition.

Referring back to FIG. 5 , one or more electrical components may be configured to manage the power source 250 . For example, power management system 300 may be a battery management system configured to protect the batteries of power supply 250 from overcharging, overdischarging, and/or shorting. System 300 can monitor battery health, can monitor the state of charge in power supply 250, and/or can increase vehicle safety. Power management system 300 may be connected between charging plug 268 and power source 250 . A rider (or other user) may couple a charger to plug 268 and recharge power source 250 via system 300 .

In operation, the power switch 266 may be activated (eg, by a rider). Activation of switch 266 may send a power-on signal to converter 304 . Converter 304 may convert DC from a first voltage level provided by power supply 250 to one or more other voltage levels in response to the power-on signal. Other voltage levels may be different from the first voltage level. Converter 304 may be connected to other electrical components via one or more electrical connections to provide suitable voltages to those electrical components.

Converter 304 (or other suitable circuitry) may transmit a power-on signal to microcontroller 269 . In response to the power on signal, the microcontroller may initialize the sensor 270 and the rider detection device 262 .

The electric vehicle may include one or more safety mechanisms, such as power switch 266 and/or rider detection device 262, to ensure a rider is on board before engaging the feedback control loop. In some embodiments, the rider detection device 262 may be configured to determine whether a rider's foot is disposed on the foot deck, and to send a signal that causes the motor 144 to enter an active state when it is determined that the rider's foot is disposed on the foot deck 104 .

Rider detection means 262 may include any suitable mechanism, structure, or device for determining whether a rider is on an electric vehicle. For example, device 262 may include one or more mechanical buttons, one or more capacitive sensors, one or more inductive sensors, one or more optical switches, one or more force-resistive sensors, and /or one or more strain gauges. The one or more mechanical buttons may be located on or below either or both of the first deck portion 116 and the second deck portion 120 (see FIG. 1 ). The one or more mechanical buttons may be pressed directly (eg, if on the deck portion) or indirectly (eg, if below the deck portion) to sense whether the rider is on the deck 104 . The one or more capacitive sensors and/or the one or more inductive sensors may be located on or near the surface of either or both of the panel portions, and may respond accordingly via a change in capacitance or a change in inductance. Detect if a rider is on the board. Similarly, the one or more optical switches may be located on or near the surface of either or both of the deck portions. The one or more optical switches may detect whether a rider is on board based on the light signal. The one or more strain gauges may be configured to measure the bending of the board or axle exerted by the rider's feet to detect whether the rider is on the board. In some embodiments, device 262 may comprise a hand-held "dead-man" switch. Various embodiments and aspects related to device 262 are discussed further below in the section entitled "Illustrative Rider Detection Devices, Systems, and Methods."

If the device 262 detects that the cyclist is properly positioned on the electric vehicle, then the device 262 may send a cyclist presence signal to the microcontroller 269. The rider presence signal may be a signal to put the motor 144 into an active state. In response to the rider presence signal (and/or the board moving to a horizontal orientation), microcontroller 269 may activate a feedback control loop for driving motor 144 . For example, in response to a rider presence signal, microcontroller 269 may send board orientation information (or measurement data) from sensor 270 to logic 306 for powering motor 144 via power stage 310 .

In some embodiments, if device 262 detects that a rider is no longer properly positioned or present on board the electric vehicle, device 262 may send a rider absence signal to microcontroller 269. In response to the rider absence signal, the circuitry of vehicle 100 (e.g., microcontroller 269, logic 306, and/or power stage 310) may be configured to reduce the rate of rotation of the rotor relative to the stator to bring vehicle 100 to a stop . For example, power may be selectively supplied to the electrical coils of the rotor to reduce the rate of rotation of the rotor. In some embodiments, in response to the rider absence signal, the circuit may be configured to energize the electrical coil with a relatively strong and/or substantially continuous constant voltage to lock the rotor relative to the stator to prevent rotation of the rotor relative to the stator, and /or bring the rotor to a sudden stop.

In some embodiments, the vehicle may be configured to actively drive the motor 144 even though the rider may not be present on the vehicle (eg, temporarily), which may allow the rider to perform various stunts. For example, device 262 may be configured to delay sending a rider absence signal to a microcontroller for a predetermined duration, and/or the microcontroller may be configured to delay sending a signal to logic 306 to cut off power to the motor for a predetermined duration. definite duration.

Electric vehicles may include other safety mechanisms, such as buzzer mechanisms. The buzzer mechanism may be configured to emit an audible signal (or hum) to the rider when circuitry within the electric vehicle detects an error. For example, a buzzer mechanism may transmit an error signal to a rider if an electrical circuit within an electric vehicle fails a diagnostic test (see FIG. 6 ).

Illustrative how-to

FIG. 6 depicts various steps of a method (or operation), generally indicated at 600 , that may be performed by and/or in conjunction with vehicle 100 . Although the various steps of method 600 are described below and depicted in FIG. 6 , the steps do not have to be performed in full, and in some cases may be performed in an order different from that shown.

As shown, method 600 may include an initialization procedure, a standby procedure, and an operation procedure. The initialization procedure may include a step 602 of activating a power switch. For example, at step 602, the rider may depress switch 266 (see FIG. 4). The initialization routine may then proceed to step 604 where one or more diagnostics are performed. For example, the electrical circuitry of vehicle 100 may perform one or more diagnostic tests to determine whether one or more electrical components are properly operable. For example, at step 604 the motor controller 254 may perform self-diagnostics to determine whether its components (eg, power stages) are operational.

The initialization procedure may include a step 606 of determining whether the diagnostics performed at step 604 pass. If at step 606 it is determined that the diagnostics failed, then method 600 may proceed to step 608 of transmitting an error signal and step 610 of disabling the vehicle. For example, if it is determined that the diagnostics failed, the vehicle 100 may emit an audible buzz or emit a light signal via the buzzer mechanism (eg, by flashing the lights 278 ) and may prevent the motor controller 254 from providing power. In some embodiments, disabling the vehicle may involve locking the rotor relative to the stator. For example, a motor controller may continuously energize electrical coils of the stator with a substantially constant current to prevent rotation of the rotor relative to the stator. However, if at step 606 it is determined that the diagnostics passed, the initialization routine may proceed to step 612 where sensors 270 are initialized.

As shown in Figure 6, the initialization procedure may then proceed to the standby procedure. The standby routine may include a step 614 of determining if a cyclist is detected. For example, based on the received signal from the cyclist detection device 262, the circuitry of the vehicle 100 may determine whether a cyclist is detected as being properly positioned on the board 104 (e.g., with one foot on the first deck portion 116). and the other foot is on the second deck portion 120, as shown in FIG. 7). If at step 614 it is determined that no cyclist is detected on the vehicle, then step 614 may be repeated until a cyclist is detected. In some embodiments, the device 262 may substantially continuously signal the presence of the cyclist to the circuit when the cyclist is positioned on the vehicle, and/or the device 262 may substantially continuously signal the presence of the cyclist when the cyclist is not positioned on the vehicle. Signals the absence of a cyclist to the circuit. In some embodiments, device 262 may transmit these signals intermittently based on the location of the rider.

If at step 614 it is determined that the rider is detected as being properly positioned on board 104, as shown in FIG. Step 616 of more measurements (eg, orientation information).

The stand-by procedure may include a step 618 of determining whether the board 104 is in a horizontal orientation (or other predetermined and/or predetermined orientation). The circuitry of the vehicle 100 may determine whether the board 104 is in a horizontal orientation based on the measurements obtained from the sensors 270 at step 616 . If at step 618 it is determined that the panel 104 is not in a horizontal orientation, as shown in FIG. 7 , the standby process may return to step 614 .

However, if at step 618 it is determined that the board 104 is in a horizontal orientation, as shown in FIG. Expressed in 620. Loop 620 may be a closed loop balancing routine that may repeat until no cyclist is detected.

Loop 620 may include a step 622 of reading or obtaining one or more measurements from sensor 270. For example, at step 622, the microcontroller 269 (or other circuitry) may obtain acceleration measurements of the board 104 along the pitch, roll, and yaw axes from the accelerometer 314, and may obtain acceleration measurements of the board 104 along the pitch axis from the gyroscope 280. , roll axis and yaw axis position measurement.

Loop 620 may include a step 624 of applying a sensor offset to one or more of the measurements obtained at step 622 . For example, accelerometer and gyroscope offsets may be determined at step 612 during initialization, which may be applied at step 624 to the measurements obtained at step 622 to substantially correct for sensor bias.

Loop 620 may include a step 626 of combining sensor values. For example, at step 626, microcontroller 269 may combine the measurements from accelerometer 314 and gyroscope 280 obtained at step 622 (with or without the applied offset) with a complementary or Kalman filter.

Loop 620 may include a step 628 of calculating (or determining) the tilt angle of panel 104 . At step 628, microcontroller 269 may determine the tilt angle based on measurements from the combination of accelerometer 314 and gyroscope 280.

As noted above, the tilt angles may include pitch, roll, and yaw angles of the panel 104 . As shown in FIG. 9 , the rider can pivot the board 104 about the pitch axis A1 to produce a pitch angle θ1, in which case at step 630 the microcontroller can base the measurements from the combination of the accelerometer 314 and the gyroscope 280 ( For example, orientation information) determines that the board 104 has a pitch angle θ1. As shown, the pitch angle may be determined based on the orientation of the plate 104 relative to the horizontal orientation. Horizontal orientation may be determined or calculated based on the measured gravity vector.

Loop 620 may include a step 630 of calculating an error angle. The error angle may be an estimate or calculation of displacement of the panel from the horizontal orientation based on the orientation information from the sensor 270 . For example, in the orientation shown in FIG. 9, the microcontroller may determine that the pitch angle θ1 is an error angle. At step 630 , microcontroller 269 may calculate (or determine) an error angle relative to the gravity vector measurement obtained from accelerometer 314 .

Loop 620 may include a step 632 of calculating P-values, I-values, and D-values for the PID control scheme. These values can be used to filter out the effects of collisions on the ground, road texture, and/or disturbances due to unintentional sharp steering inputs.

Loop 620 may include a step 634 of sending motor commands (or motor control signals) to motor 144. At step 634 , the motor controller may generate a motor control signal in response to the orientation information received from sensor 270 . Motor 144 may be configured to receive a motor control signal from motor controller 254 and to rotate wheel 132 in response to the orientation information.

For example, at step 634, microcontroller 269 may send a signal to logic 306 including a signal corresponding to the calculated tilt angle, the calculated error angle (which may be the calculated tilt angle or a percentage thereof), and/or the calculated The information of P value, I value and D value. Based on this information, BLDC drive logic 306 may determine how to drive motor 144 accordingly. For example, logic 306 may determine that the rotor of motor 144 should be driven in a clockwise direction (in FIG. 310 sends corresponding motor commands. The power stage 310 may then accordingly provide power to the motor 144 via the phase line 202 (see FIG. 3 ). If the rider maintains downward pressure on deck portion 116 , clockwise rotation of the rotor of motor 144 may result in propulsion of vehicle 100 to the right in FIG. 9 .

As shown in FIG. 9 , in response to a motor command, when the vehicle 100 moves to the right, the illuminators 278 coupled to the deck portion 116 may emit white light WL, and the illuminators 278 coupled to the deck portion 120 may emit red light. RL.

Referring back to FIG. 6 , loop 620 may include a step 636 of determining whether a rider is detected (eg, properly positioned on board 104 ). The microcontroller may make this determination, eg in a manner similar to step 614, based on a signal from the cyclist detection device. In some embodiments, determining whether a cyclist is detected may be based on motor torque (e.g., motor torque decreases below a predetermined threshold), or may indicate vehicle orientation of the electric vehicle that is not controlled by the cyclist (e.g., excessive pitch, roll and/or yaw angles or their adjustments).

At step 636 , if it is determined that a rider is not detected (eg, the rider has fallen, jumped, or otherwise exited the electric vehicle), the operational routine may proceed to step 638 where the motor 144 is stopped, and return to step 614 . At step 638 , stopping the motor may involve locking the rotor relative to the stator so that the ground-contacting elements (eg, tires) stop rotating about the pitch axis relative to the plate. For example, at step 638, the motor controller may energize the electrical coils of the stator with a substantially continuous, constant and/or relatively strong current to generate a substantially constant and/or strong electromagnetic field for stopping the magnets of the rotor relative to each other about the pitch axis. on the rotation of the stator.

However, if at step 636 it is determined that a cyclist is detected (eg, the cyclist is still properly positioned on the electric vehicle), loop 620 may return to step 622 and loop 620 may repeat. For example, in subsequent iterations of loop 620, the rider may have moved board 104 to an orientation having pitch angle θ2 (see FIG. 9). Pitch angle θ2 may correspond to further pivoting of panel 104 about pitch axis A1 relative to the orientation of panel 104 shown in FIG. to be oriented above the horizontal. On such subsequent iterations of loop 620 , the circuitry of vehicle 100 may power the rotor in a clockwise direction at a second rate based on pitch angle θ2 in an attempt to move plate 104 back to the horizontal orientation. The second rate may be greater than the first rate.

In another subsequent iteration of loop 620, the rider may have moved board 104 to an orientation having pitch angle θ3 (see FIG. 10). As shown, pitch angle θ3 corresponds to pivoting of deck 104 about pitch axis A1 such that deck portion 120 has moved to a below horizontal orientation and deck portion 116 has moved to a higher than horizontal orientation. In such subsequent iterations of loop 620, the electrical circuitry of vehicle 100 may provide power to the rotor of motor 144 to rotate in a counterclockwise direction (as indicated in FIG. 10 ) at a third rate based on pitch angle θ3 to An attempt is made to move the board 104 back to a horizontal orientation. If the rider maintains downward pressure on deck portion 120 , counterclockwise rotation of the rotor of motor 144 may result in leftward propulsion of vehicle 100 in FIG. 10 . Because angle θ3 in FIG. 10 is shown to have a magnitude greater than angle θ1 in FIG. 9, the absolute value of the third rate may correspond to a rate greater than the absolute value of the first rate. Similarly, because the angle θ3 shown has a smaller magnitude than the angle θ2 in FIG. 9, the absolute value of the third rate may correspond to a rate that is less than the absolute value of the second rate.

As noted above, the light assemblies may switch colors when the vehicle 100 reverses direction. For example, as shown in FIG. 10 , when the vehicle 100 is moving to the left, the illuminators 278 coupled to the deck portion 116 may be responsive to the reversed direction of movement of the vehicle 100 (relative to the direction of movement shown in FIG. 9 ). Switching from emitting white light to emitting red light RL, and illuminator 278 coupled to deck portion 120 may switch from emitting red light to emitting white light WL.

Specifically, when the board 104 is advanced generally in a first direction (eg, indicated as right in FIG. 9 ), the illuminator 278 of the first light assembly (eg, disposed on the right-hand side of FIG. at one end) may be configured to output light of a first color (eg, white), and when the board 104 is advanced generally in a second direction (eg, left in FIG. 10 ), the illumination of the first light assembly The detector 278 outputs light of a second color (eg, red).

Similarly, when the board 104 is advanced generally in the first direction (eg, indicated as right in FIG. 9 ), the illuminator 278 of the second light assembly (eg, disposed on the left hand side of FIG. at both ends) may be configured to output light of a second color (eg, red), and when the plate 104 is advanced generally in a second direction (eg, left in FIG. 10 ), the illumination of the second light assembly The detector 278 outputs light of a first color (eg, white).

Vehicle 100 may include turn compensation features. The turn compensation feature may adjust the speed of the drive motor 144 based on the roll angle of the board 104 . For example, by changing the heel and/or toe pressure applied to the board 104, the rider can pivot the board 104 about the roll axis A2 from a horizontal orientation to a roll orientation, as shown in FIG. In this case, step 628 of FIG. 6 may involve calculating roll angle θ4 based on orientation information from sensor 270 . If the plate 104 is also pivoting about the pitch axis (e.g., with a pitch angle θ1 or θ3 as shown in FIGS. 9 and 10, respectively), then at step 634 of FIG. to increase the rate of rotation of the rotor and thus the tire 132. The magnitude of the increased amount of power may be based on the magnitude of the roll angle, where a larger roll angle magnitude corresponds to a larger power increase and a smaller roll angle magnitude corresponds to a smaller power increase.

Similarly, the turn compensation feature may adjust the speed of the drive motor 144 based on changes in the yaw angle of the board 104. For example, a rider may pivot the board 104 about the yaw axis A3 from a first orientation (shown by the two-dashed line in FIG. 12 ) to a second orientation (shown by the solid line in FIG. 12 ), thereby causing yaw. Angle change θ5. If, in this second orientation, the plate 104 is also oriented to have a pitch angle, then at step 634 of FIG. spin rate.

7-12 illustrate the process of operating vehicle 100 . Figure 7 shows a rider on board 104 in a starting orientation. The starting orientation may correspond to the rider's one foot pressing down on deck portion 120 to rest deck portion 120 on the ground, with the rider's other foot positioned on deck portion 116 . As shown, the rider's right foot presses down on deck portion 120 and the rider's left foot contacts deck portion 116 . However, deck 104 may be configured to allow a rider to operate vehicle 100 in a “switched” stance in which the rider's left foot is on deck portion 120 and his right foot is on deck portion 116 . In the home position (or prior to the home position), the rider can power on the vehicle 100 by pressing the switch 266 (see FIG. 4 ). In the home position, for example, by powering the electrical coils with a relatively strong and substantially continuous constant current (and/or mechanically locking and/or creating increased friction between the rotor and stator), the vehicle 100 The electrical circuit of 100 can prevent or hinder the rotation of the rotor relative to the stator (see FIG. 3 ), which can help the rider move the board 104 to a horizontal orientation. When the orientation information from the sensors indicates that the panel 104 has moved to a horizontal orientation, the circuitry of the vehicle 100 may be configured to remove this rotational impediment.

As shown in FIG. 8 , the rider can move the board 104 to a horizontal orientation by shifting the rider's own weight to pivot the board 104 about the pitch axis A1 . Movement of the plate 104 to a horizontal orientation may initiate active balancing of the vehicle 100 via the control loop 620 (see FIG. 6 ). In some embodiments, after the board 104 has been held in a horizontal orientation (or a range of orientations close to a horizontal orientation) for a predetermined duration (eg, 1 second) (which may provide sufficient delay for ensuring rider control Vehicle 100 ), the circuitry of vehicle 100 may be configured to initialize (or proceed to) loop 620 .

As indicated in FIG. 9 , a rider may pivot plate 104 by angle θ1 about pitch axis A1 to move vehicle 100 “forward” (ie, to the right in FIG. 9 ) via clockwise rotation provided by motor 144 . By further pivoting the plate 104 in the clockwise direction to, for example, create a pitch angle θ2 , the rider can increase the clockwise rotation of the motor 144 and thus increase the forward speed of the vehicle 100 .

As the rider increases the speed of the vehicle 100 by pressing the deck portion 116 further toward the ground (eg, to a pitch angle θ2), the power output of the motor 144 may approach the maximum power output. At the maximum output of the motor 144, pressing the deck portion 116 further towards the ground may cause the front end of the deck to contact the ground at a relatively high speed, which may lead to an accident. To prevent the possibility of such accidents, the vehicle 100 may include a power margin indicating feature configured to indicate to the rider the margin between the current power output of the motor 144 and the maximum power output of the motor 144 . For example, when the current power output of the motor 144 reaches a predetermined headroom threshold near maximum power output (e.g., if the motor 144 is driven at a relatively high speed or rate and the rider pivots the board 104 to a pitch angle θ2), traffic The circuitry of the tool 100 may be configured to deliver increased power pulses to the motor 144 (e.g., above the headroom threshold, but less than or equal to the maximum power output) to push the rider back and move the board 104 toward (and/or to) the horizontal The orientation moves backwards (or in some embodiments, even further backwards). In some embodiments, the power margin indicator may communicate the relationship between current power output and maximum power output by emitting an audio signal (eg, from a buzzer) or a visual signal (eg, from a tachometer). In some embodiments, as shown in FIG. 10 , the power margin indicator may be configured to similarly indicate the margin (or ratio) between the current power output and the maximum power output when the vehicle 100 is being reversed.

When pivoting the plate 104 to have a pitch angle relative to horizontal orientation, as shown in FIGS. 9 and 10, the rider can pivot the plate 104 about the roll axis A2, as shown in FIG. .

Similarly, when pivoting the plate 104 to have a pitch angle relative to horizontal orientation, the rider can pivot the plate 104 about the yaw axis A3, as shown in FIG. 12, to adjust the power to the motor.

Illustrative Peripheral Systems and Software

In some embodiments, one or more electric vehicles, which may each be similar to and/or include vehicle 100. Examples of such systems and their components are shown in Figures 13-22.

FIG. 13 shows an illustrative system generally indicated at 700 . System 700 may include vehicle 100 in communication with wireless electronic device 710 . Device 710 may be any suitable wireless electronic device including a transmitter TX and/or a receiver RX. For example, device 710 may be a smartphone, tablet, or any other wireless electronic device capable of transmitting and/or receiving data wirelessly.

Device 710 may be configured to wirelessly upgrade and/or change firmware of vehicle 100 (eg, of microcontroller 269 ). For example, the device 710 may download an encrypted firmware package from the server 720 through a network (eg, a cloud network). The device 710 may transmit the program package from the transmitter TX of the device 710 to the receiver RX of the vehicle 100 . In some embodiments, the vehicle 100 may include a transmitter TX for transmitting data about the operating state of the vehicle 100 to the receiver RX of the device 710. Receiving data by device 710 may cause device 710 to download a program package from server 720.

Apparatus 710 may include a processor (or processor unit - see FIG. 23 ), storage (see FIG. 23 ) and a program (or software application) 800 comprising a plurality of instructions stored in the storage. The plurality of instructions are executable by the processor to receive data transmitted from the vehicle 100, to display the data received from the vehicle 100 on a graphical user interface (GUI) of the device 710, to display the data received from the vehicle 100 on the GUI of the device 710 configuration of the components of the vehicle 100, transfer data to the vehicle 100, reconfigure (or change) one or more components of the vehicle 100, control one or more components of the vehicle 100, and/or execute the One or more of the features shown.

FIG. 14 depicts a schematic block diagram of various features that may be included in the application program 800 . Application 800 may include a riding mode selector feature 802 . Feature 802 may be configured to allow a rider (or other user) to select and/or change the riding mode of vehicle 100 . For example, features 802 may include a top speed limit selector 804 , a top acceleration limit selector 806 , a control loop gain selector 808 , and/or a cornering compensation parameter selector 810 . Selector 804 may allow selection (and/or setting) of a top speed limit (eg, rotor relative to stator) of vehicle 100 . For example, the cyclist may be a novice, in which case selector 804 may be used to set the top speed limit to a relatively low speed, such as 2 miles per hour (MPH). At a later time and/or as the rider becomes more proficient at operating the electric vehicle, the rider may use selector 804 to increase the top speed limit (eg, to 8 MPH). In another example, an electric vehicle may be used by multiple users, at least one of which may be novice, and at least one of which may be more experienced. Selector 804 can be used to set the top speed limit to a lower speed for novices and a higher speed for more experienced cyclists. Similarly, selector 806 may be used to select a top acceleration limit (eg, rotor relative to stator) of the electric vehicle.

Selector 808 may be configured to allow the gain of a control loop (eg, see feedback control loop 620 in FIG. 6 ) of the electric vehicle to be decreased, increased, or otherwise adjusted. For example, the gain may determine the rate at which the rate of rotation of the rotor of motor 144 changes based on the degree to which the tilt angle (eg, pitch angle) of plate 104 has changed. By setting this gain to a lower level using selector 808, the first change in pitch angle may correspond to a smaller acceleration of the electric vehicle. By setting the gain to a higher level using the selector, the first change in pitch angle may correspond to a greater acceleration of the electric vehicle. Setting the gains may include changing one or more gains of the PID control loop, such as a proportional gain (Kp), an integral gain (Ki), and/or a derivative gain (Kd). However, changing the proportional gain can change the ride feel of the vehicle more significantly than changing the integral gain and/or the derivative gain.

Selector 810 may be configured to allow selection and/or setting of one or more turn compensation parameters. For example, selector 810 may allow a user to select whether roll angle is used to adjust motor command and/or set a gain corresponding to the relationship between roll angle and motor command adjustment. Similarly, selector 810 may allow the user to select whether yaw angle changes are used to adjust motor commands, and/or set a gain corresponding to the relationship between yaw angle changes and motor command adjustments.

Application 800 may include battery status feature 812 . Feature 812 may be displayed on the GUI or otherwise communicate to the user the available charge remaining in the electric vehicle's power source (eg, the one or more batteries). For example, feature 812 may display the remaining battery charge as a percentage and/or a distance corresponding to how far the remaining charge may propel the electric vehicle. If the electric vehicle is plugged into a recharging device for recharging the power source, feature 812 may display (or communicate) the duration until the power source is fully recharged.

Application 800 may include an odometer feature 814 . Feature 814 may display (or otherwise communicate) the total distance the electric vehicle has been ridden or operated. For example, circuitry of an electric vehicle may transmit data representing the total number of revolutions of the electric vehicle's tires to the wireless electronic device. The wireless electronic device may then display (or update) the distance conveyed by the feature 814 based on the transmitted data.

Application 800 may include a lighting mode selector 816 . The electric vehicle may include multiple lighting modes, such as a first lighting mode, a second lighting mode, a third lighting mode, a fourth lighting mode, and a fifth lighting mode. The first lighting mode may be configured to reversibly illuminate the headlight/taillight assembly (eg, switch the color of the assembly's illuminators based on the direction of movement of the electric vehicle). The second lighting mode may be configured to illuminate the headlight/taillight assembly irreversibly (eg, not switch colors based on direction of movement). A third lighting mode may be configured to emit brighter light from the headlight/taillight assembly (eg, for night riding). A fourth lighting mode may be configured to emit a dimmer light from the headlight/taillight assembly (eg, for daytime riding). A fifth lighting mode may be configured to flash the luminaires of one or both headlight/taillight assemblies (eg, to increase visibility of the electric vehicle).

A selector 816 may allow selection of one or more of a plurality of lighting modes. For example, a rider may use selector 816 to select a first lighting mode and a third lighting mode, causing the headlight/taillight assembly to be reversibly illuminated and emit a greater amount of light. The rider can then use selector 816 to deselect the third lighting mode and select the fourth lighting mode to reduce power consumption of the electric vehicle. In some embodiments, the selector 816 can be used to switch the headlight/taillight assembly between an ON mode and an OFF mode.

Application program 800 may include information feature 818 . Feature 818 may be configured to obtain diagnostic, maintenance, error and/or debug information from the electric vehicle and display (or otherwise communicate) this information to the user. For example, feature 818 may obtain and/or display a representation, indication, corresponding to and/or associated with battery voltage, current amperage, total ampere-hours, regenerative or regenerative ampere-hours (e.g., amount), current tilt angle of the board, safety margin (e.g., representation of motor current power output relative to motor maximum power output, such as current power output expressed as a percentage of maximum power output), current motor temperature, history of motor temperature , total battery cycles, and/or information (or data) indicative of the operational status of any of the foregoing.

Application 800 may include security features 820 . Feature 820 may be configured to prevent unauthorized use of the electric vehicle. For example, feature 820 may be configured to transition the electric vehicle between an enabled mode and a disabled mode. The enabled mode may allow the motor of the electric vehicle to be powered. The disabled mode may prevent power from being provided to the motor of the electric vehicle (and/or electrically and/or mechanically lock the rotor relative to the stator).

In some embodiments, a personal identification number (PIN) corresponding to a particular electric vehicle (or group of electric vehicles) may be issued to the owner and/or authorized rider of the particular electric vehicle (or group of electric vehicles), In this case, feature 820 may allow the owner and/or authorized rider to enter a PIN to transition the electric vehicle between enabled and disabled modes. In some embodiments, a predetermined relatively close proximity of a wireless electronic device with an authorized PIN to a corresponding electric vehicle may transition the electric vehicle into an enabled mode. In some implementations, removal of the wireless electronic device with the authorized PIN from a predetermined relatively close proximity may transition the electric vehicle into a disabled mode.

Feature 820 may allow for adjustment of a predetermined relative close proximity. For example, feature 820 may allow an authorized user to toggle proximity between a relatively short distance (eg, 5 meters) and a relatively long distance (eg, 50 meters). Proximities that set short distances may be appropriate for personal use. Setting the proximity of a long distance may be appropriate in cases where the electric vehicle is used by another party, such as a renter or a friend. In some implementations, feature 820 may transition the electric vehicle to a disabled mode when the measured distance between the wireless electronic device and the electric vehicle indicates that the rider of the electric vehicle is not carrying the wireless electronic device. The proximity of wireless electronic devices (or the distance between them) may be measured or estimated by any suitable device, mechanism, device or system (eg, Global Positioning System (GPS)) or one or more other suitable proximity sensors.

Application 800 may include a notification feature 822 . Feature 822 may receive a notification from an electric vehicle that the electric vehicle has been switched on (or powered on). Feature 822 may receive a notification from an electric vehicle when the power in the power source has reached a predetermined level, such as at or below 20%. Feature 822 may display (or otherwise communicate) one or more of these notifications to the user.

Application 800 may include navigation features 824 . Feature 824 may display a map of the route traveled by the electric vehicle. The map may include vehicle statistics such as average speed for one or more of the routes, highest speed for one or more of the routes, highest speed for one or more of the routes Turning speed and/or top acceleration for one or more of the routes. The route may be identified based at least in part on GPS tracking of either the vehicle or the wireless electronic device or tracking via another suitable system. Vehicle statistics may be determined based at least in part on motor controller information communicated from the vehicle to the wireless electronic device.

Feature 824 may allow a user to connect via one or more social networks such as or Share the map, one or more specific routes and/or data corresponding thereto with the other party or parties. Feature 824 can display a map of the user's current location, and feature 824 can be overlaid on the map with a circle (or other shape) indicating how far the electric vehicle can travel (e.g., traffic range) given the current power level of the power source . The map may show the locations of nearby charging stations. Charging stations may include public electric vehicle charging stations and/or individual electric vehicle enthusiast locations that have been previously identified as allowing others to plug into electrical outlets in their respective homes or businesses.

Application 800 may include training feature 826 . Features 826 may be configured to guide the rider through a learning process regarding various features of the electric vehicle. A learning session may include a series of instructional videos. Each of the instructional videos may relate to a different feature of the electric vehicle. Each video can be followed by one or more guided exercises. If the rider successfully completes the one or more guided exercises, feature 826 may unlock new features for the electric vehicle. A new feature may be a feature that was not previously available to the rider.

FIG. 15 shows an exemplary screenshot of a home screen 900 of a software application. As shown, screen 900 may include fields 902 . Field 902 may display the percentage of battery power remaining (88% in this example), and may depict this percentage in a histogram. Screen 900 may include a field 904 that displays an estimated vehicle range that the electric vehicle can travel (5.3 miles in this case) based on the percentage of remaining battery charge. Fields 902 and/or 904 may be examples of features 812 .

Screen 900 may include a riding mode selector field 906 . Domain 906 may be an example of feature 802 . Field 906 may allow the user to select one of a number of riding modes such as learn mode, speed mode or trick mode. The learn mode may be suitable for use by novice riders when learning how to operate the electric vehicle. For example, a learn mode may correspond to a lower top speed limit, a lower top acceleration limit, and/or relatively low (or no) corner compensation. A speed (or commute) mode may be suitable for cyclists who desire to travel quickly from one place to another on an electric vehicle. For example, a speed mode may correspond to a higher top speed limit, a higher top acceleration limit, and/or a moderate cornering compensation. The stunt mode may be suitable for riders who desire to perform various stunts on the electric vehicle. For example, a trick mode may correspond to a moderate top speed limit, a high top acceleration limit, and/or a high cornering compensation.

A user may select a learn mode by tapping the learn field 908 , a user may select a speed mode by tapping the speed field 910 , and a user may select an acrobatic mode by tapping the acrobatic field 912 . Selection of one of the modes may correspond to deselection of one or more of the other modes.

Selection of a riding mode may result in field 914 being displayed. Field 914 may display one or more operating parameters of the selected riding mode. For example, if the speed mode is selected, as shown in FIG. 15 , field 914 may display top speed field 916 , acceleration field 918 , turns field 920 , and range field 922 . Field 916 may depict a speed mode top speed limit and/or enable a user to set a speed mode top speed limit. Field 918 may depict a speed mode top acceleration limit and/or enable a user to set a speed mode top acceleration limit. Field 920 may delineate and/or enable a user to set the rate at which adjustments in roll and/or yaw angles are decomposed into adjustments in the rate of rotation of the rotor about the pitch axis. Field 922 may depict how one or more operating parameters (or settings) of the speed mode may affect the range that the electric vehicle may travel. For example, if the operating parameter consumes a greater amount of energy, field 922 may indicate a shorter range, as shown. Similarly, field 914 may depict and/or enable setting one or more similar operating parameters for learn mode and trick mode.

Screen 900 may include a lighting mode field 924 . Field 924 may be an example of feature 816 . Field 924 may enable a user to toggle the headlight/taillight assembly between two or more lighting modes (eg, off mode and on mode). The off mode may correspond to no light being emitted by the luminaires of the headlight/taillight assembly. The on pattern may correspond to the illuminator of the headlight/taillight assembly emitting light.

Screen 900 may include indicator 926 . The indicator 926 may indicate how the device 710 is connected to the vehicle 100 or by what protocol the device 710 is connected to the vehicle 100 (see FIG. 13 ). As indicated in FIG. 15 , device 710 may connect to (eg, communicate with) vehicle 100 via the Bluetooth protocol. However, in other embodiments, the wireless electronic device may be connected to the electric vehicle via another protocol suitable for transferring data from one circuit to another, preferably wirelessly.

Screen 900 (and other screens of application 800 ) may include one or more icons that allow a user to toggle between various features of application 800 . For example, a screen of application 800 may include icons 928 , 930 , 932 , 934 . Icon 928 may be a ride mode/home screen icon that, when tapped (or otherwise selected) by the user, may switch application 800 to screen 900 . Icon 930 may be a navigation icon that, when selected by a user, may switch application 800 to one or more navigation screens. For example, selection of icon 930 may result in the display of a menu allowing the user to select either of screen 1000 or screen 1100 (see FIGS. 16 and 17 ). Icon 932 may be a configuration icon that, when selected by a user, may display features 818 and/or 820 (see FIG. 14 ) on screen 1200 (see FIG. 18 ). Icon 934 may be a workout icon that, when selected by a user, may switch application 800 to one or more workout screens. The one or more training screens may proceed through one or more operations, examples of which are shown in Figures 19, 20A and 20B.

In FIG. 16, screen 1000 depicts an example of navigation feature 824 (see FIG. 14). As shown in FIG. 16 , screen 1000 may display a map, indicated generally at 1004 . The map 1004 may display one or more routes traveled by the vehicle 100, such as a first route 1008 (shown in dashed double dotted lines), a second route 1012 (shown in dashed dotted lines), and a third route 1016 (shown in dashed dotted lines). dashed line). For one or more of the routes, map 1004 may display one or more statistics for the electric vehicle along the corresponding route. For example, map 1004 may display the average speed statistics of the electric vehicle along route 1008 (e.g., 6 MPH), where the electric vehicle reached its highest (or maximum) cornering speed, where the electric vehicle achieved its highest acceleration, and where the electric vehicle reached highest speed position. Values for maximum turn rate, acceleration, and velocity may be displayed on map 1004 (eg, adjacent to the associated location). Similarly, map 1004 may display statistics for routes 1012,1016. In some embodiments, the map 1004 can display statistics for all routes shown simultaneously. In some implementations, the map 1004 can display statistics for only a subset of routes that can be selected by the user. In some implementations, map 1004 may allow selective display and/or sharing of a particular route (eg, by tapping on a particular route to access display and/or sharing controls for that particular route).

In FIG. 17, screen 1100 depicts another example of navigation feature 824 (see FIG. 14). As shown in FIG. 17 , screen 1100 may display a map, indicated generally at 1104 . Map 1104 may display the current location of the electric vehicle. Feature 824 may overlay circle 1108 (or other shape, outline, or perimeter) on map 1104 to indicate how far the electric vehicle can travel based on the current power level in the electric vehicle's power source (e.g., the range of the electric vehicle) ). Map 1104 may depict the location (and/or proximity) of one or more charging stations. For example, map 1104 shows two charging stations located within circle 1108 and one charging station located outside circle 1108 . Displaying the current location of the electric vehicle, the location of the charging station, and/or the circle 1108 may help the user determine which direction to travel and/or whether to go to a particular charging station to recharge the electric vehicle's power source. For example, based on map 1104 , the user may decide to drive to one of the charging stations located within circle 1108 .

In some implementations, the map 1104 of FIG. 17 may include the map 1004 of FIG. 16 . For example, map 1104 may include a display of routes traveled by electric vehicles and statistics for those routes.

FIG. 18 is a schematic diagram of a screen 1200 including features 818 , 820 . Screen 1200 (and/or other screens of the application) may include image 1204 that may be rotated based on an angle of inclination (eg, pivot angle, roll angle, and/or yaw angle) of the electric vehicle. For example, the rotation of image 1204 may be based on sensor information (or orientation information) from electric vehicle gyroscopes and accelerometers. For example, a software application may receive a signal indicative of sensor information corresponding to movement of the electric vehicle from the orientation shown in FIG. 7 to the orientation shown in FIG. 8 . In response to the signal, the software application may accordingly rotate the display of image 1204 from a first position (shown in solid lines) to a second position (shown in dashed-two dotted lines). A software application may similarly rotate image 1204 to indicate movement about the roll axis and/or yaw axis. As shown in FIG. 18, image 1204 is an image of an electric vehicle. However, in other embodiments, the image may be an image of another object or shape or an image of a texture.

Rotation of image 1204 may enable a user to remotely view the movement of the electric vehicle and/or conveniently visualize the accuracy of sensor information. For example, rotation of image 1204 may enable a user to confirm and/or otherwise interpret information provided by feature 818 . As noted above, feature 818 may display diagnostic, maintenance, error, and/or debug information to the user. For example, a user may manually tilt the electric vehicle and visually verify that circuitry in the electric vehicle accurately calculated the tilt angle by visually comparing the tilt of image 1204 to the actual electric vehicle.

Rotation of image 1204 may improve electric vehicle safety. For example, rotation of image 1204 may indicate that an unauthorized party is moving the electric vehicle, in which case a user may access feature 820 to transition the electric vehicle from an enabled mode to a disabled mode to prevent unauthorized use of the electric vehicle.

In some implementations, image 1204 may be a background image of a software application. For example, image 1204 may be displayed "behind" either of features 818,820. In some embodiments, when the software application receives a signal indicating that the electric vehicle has been powered on, the image 1204 may appear on one or more of the screens of the software application, which may improve the safety of the electric vehicle . In some embodiments, the image 1204 may disappear from one or more of the screens of the software application when the software application receives a signal indicating that the electric vehicle has been powered off.

The first declarative method used to guide the user

FIG. 19 depicts various steps of a method, indicated generally at 1300, that may be performed by a software application, such as by training feature 826 (see FIG. 14). Although the various steps of method 1300 are described below and depicted in FIG. 19, the steps need not be performed in all, and in some cases may be performed in an order different from that shown.

Method 1300 may include step 1302 of providing a first set of instructions to a user. The first set of instructions may relate to a first product feature of the electric vehicle, such as basic balance. The first set of instructions may include text, audio and/or video instructions provided to a user by a software application on the wireless electronic device. For example, providing a first set of instructions may involve displaying an instructional video to the user to teach the user how to perform a first procedure related to basic balance, such as pivoting the board from a starting position (see FIG. 7 ) with one end of the board on the ground. Go to horizontal orientation (see Figure 8) to activate the feedback control loop.

Method 1300 may include a step 1304 of instructing a user through a first exercise related to a first product feature. For example, at step 1304, the software application may guide the user (via text, audio, and/or video) through the first process. For example, at step 1304, the software application may be configured to issue voice commands through a speaker in the wireless electronic device. Voice commands may guide the user to position the board in the starting position, place their feet on the first and second footrests, and/or move the board to a horizontal orientation.

Method 1300 may include a step 1306 of determining whether the first exercise was successfully performed (or completed). At step 1306, a signal may be sent from the electric vehicle to the wireless electronic device. The signal may include information from which the software application may determine whether the first exercise was successfully performed, such as sensor information and/or other information from the microcontroller of the electric vehicle. Based on the signal, the software application can determine whether the first exercise was successfully performed.

At step 1306, if it is determined that the first exercise was not successfully performed (e.g., the board did not move to a horizontal orientation), method 1300 may return to step 1302 and the first set of instructions and/or a set of instructions similar to the first set of instructions may be Provided to the user on the wireless electronic device through a software application.

However, if at step 1306 it is determined that the first exercise was successfully performed, method 1300 may proceed to step 1308 of unlocking the second product feature of the electric vehicle. The second product feature may be a previously disabled feature of the electric vehicle. The second product feature may generally be more difficult to manipulate than the first product feature, and/or may be a more complex and/or product feature that builds on the functionality of the first product feature. For example, the second product feature may be a continuous forward motion feature involving maintaining the pitch angle of the board to propel the board forward, as shown in FIG. 9 .

As shown in FIG. 19 , method 1300 may include step 1310 of providing a second set of instructions to a user. The second set of instructions may relate to a second product feature. For example, at step 1310, the software application may provide an instructional video on the wireless electronic device that shows the user how to hold the front footrest down to propel the electric vehicle forward, and how to allow the board to return to a horizontal orientation to allow the electric vehicle to move forward. Transportation stopped.

Similar to corresponding steps 1304, 1306, method 1300 may include a step 1312 of instructing a user through a second exercise related to a second product feature, and a step 1314 of determining whether the second exercise was successfully performed. At step 1314, if it is determined that the second exercise was not successfully performed, method 1300 may return to step 1310. However, if at step 1314 it is determined that the second exercise was successfully performed, method 1300 may proceed to step 1316 of unlocking a third product feature. The third product feature may be more complex than the first and second product features and/or may require operational knowledge of the first and/or second product features in order to execute safely.

A second declarative method for instructing the user

FIGS. 20A and 20B are respective first and second portions of the flowchart, and may be collectively referred to as FIG. 20 .

20A and 20B depict steps of a method, generally indicated at 1400, that may be performed by a software application, such as by training feature 826 (see FIG. 14). For example, method 1400 may be an implementation of method 1300 of FIG. 19 . Although the various steps of method 1400 are described below and depicted in FIGS. 20A and 20B , the steps need not all be performed, and in some cases may be performed in an order different from that shown.

As shown, method 1400 may include a step 1402 of displaying a basic balance instructional video. At step 1402, a basic balance instruction video may be displayed to the rider (or user) on the wireless electronic device via a software application.

Method 1400 may include a step 1404 of instructing a rider through basic balance exercises. For example, at step 1404, the software application may guide the rider to perform basic balance exercises on the electric vehicle. In some embodiments, the software application can determine whether basic balance exercises were successfully performed.

Method 1400 may include a step 1406 of unlocking the low speed (eg, 2 MPH) forward motion and stop features. In some embodiments, the software application may unlock the low speed forward motion feature after (or only after) it has been determined that the basic balance exercise was successfully performed (or completed).

The method 1400 may include a step 1408 of displaying a forward motion and stopping instructional video and a step 1410 of instructing a rider through a forward motion and stopping exercise. In some embodiments, the software application can determine whether the forward motion and stop exercises were successfully performed.

Method 1400 may include a step 1412 of unlocking the toe-side turn feature, such as adjusting a rate of rotation of a rotor of a motor based on pivoting of the plate about the roll axis in a direction opposite to that shown in FIG. 11 . In some embodiments, the software application may unlock the toe-side turn feature after (or only after) it has been determined that the forward motion and stop exercise has been successfully performed.

Method 1400 may include a step 1414 of displaying a toe side turn instructional video and a step 1416 of instructing a rider through a toe side turn exercise. In some embodiments, the software application can determine whether the toe-side turn exercise was successfully performed.

Method 1400 may include a step 1418 of unlocking higher speed features, such as forward motion at speeds up to 8 MPH. In some embodiments, the software application may unlock the higher speed feature after (or only after) it has been determined that the toe-side turn exercise was successfully performed.

Method 1400 may include a step 1420 of displaying a speed adjustment instructional video. For example, a speed adjustment instruction video may show a rider the speed adjustment process of increasing the pitch angle to increase the speed of the electric vehicle and decreasing the pitch angle to decrease the speed of the electric vehicle.

Method 1400 may include a step 1422 of instructing a rider through a speed adjustment exercise. For example, at step 1422, the software application may guide the rider through one or more steps of the speed adjustment process.

Method 1400 may include a step 1424 of unlocking a reversing feature, such as a reversing motion resulting from maintaining the rear foot pedal in a lower-than-horizontal orientation, as shown in FIG. 10 . In some embodiments, the software application may unlock the reverse kinematics feature after (or only after) it has been determined that the speed adjustment exercise was successfully performed.

Method 1400 may include a step 1426 of displaying a reverse instructional video and a step 1428 of instructing a rider through reverse exercises. In some embodiments, the software application can determine whether the reverse exercise was successfully performed.

Similar to steps 1412, 1414, 1416, method 1400 may include a step 1430 of unlocking the heel turn feature, a step 1432 of displaying a heel turn instructional video, and a step 1434 of instructing the rider through heel turn exercises, an example of which is shown in FIG. shown in .

Method 1400 may include a step 1436 of unlocking a full speed feature, such as forward motion and/or reverse motion at speeds up to 12 MPH. In some embodiments, the software application may unlock the full speed feature after (or only after) it has been determined that the heel side turn exercise was successfully performed.

Method 1400 can include a step 1438 of displaying an edge-cutting instructional video, which can show a rider how to use adjustments in one or more of roll angle and yaw angle to adjust the rate of rotation of the rotor relative to the stator for high-speed turns .

Method 1400 may include a step 1440 of instructing a rider through edge walking exercises, wherein the rider may be instructed to complete multiple turns at relatively high speeds by adjusting roll and/or yaw angles.

Method 1400 may include a step 1442 of issuing a training completion certificate (or virtual certificate) to the rider. Issuing a certificate may be based on whether the software application determines successful completion of any of the edge running exercises and/or other exercises. In some embodiments, method 1400 may include issuing a certificate based on successful performance of one or more of the previously performed exercises at any of steps 1404 , 1410 , 1416 , 1422 , 1428 , 1434 . For example, step 1418 may include unlocking the higher speed feature and issuing a certificate based on successful completion of the toe side turn exercise.

Illustrative Communication System

FIG. 21 shows a system generally indicated at 1500 . System 1500 may include electric vehicle 100 and electric vehicle 1502 , similar to vehicle 100 , in communication with wireless electronic device 710 . For example, vehicle 1502 may include a transmitter and receiver similar to those of vehicle 100 (see FIG. 13 ) that is capable of establishing wireless data communication between device 710 and vehicle 1502 link. System 1500 may be desirable in situations where a user wishes to wirelessly connect to both vehicles 100 , 1502 to monitor and/or change the configuration of either vehicle 100 , 1502 . For example, the one user may be a parent of rideable vehicle 100 and a child of the parent may ride vehicle 1502 . The wireless data communication link formed between the device 710 and the vehicle 100, 1502 can enable the parent to change the riding mode of the vehicle 1502 to match the child's ability and change the riding mode of the vehicle 100 while riding with the child. The driving mode is configured to match the power consumption of the vehicle 100 with the power consumption of the vehicle 1502.

System 1500 may enable device 710 to monitor and/or change respective configurations of vehicles 100, 1502 independently or substantially simultaneously. For example, a technician may operate device 710 to update respective firmware of vehicles 100, 1502 substantially simultaneously, or may enable a technician to update vehicles 100, 1502 sequentially.

In some embodiments, system 1500 may enable a technician or other user to reconfigure electrical components of vehicle 1502 to match the configuration of electrical components of vehicle 100 . For example, the rider of vehicle 1502 may be a friend of the rider of vehicle 100 . The vehicle 100 may have a configuration (e.g., specific gains and/or other settings) that the rider of the vehicle 1502 desires to apply to the vehicle 1502, in which case any of the riders may use the device 710 to read the configuration of the vehicle 100 configuration (eg, via a software application), and reconfigure vehicle 1502 accordingly. In some embodiments, the software application may include features that automatically reconfigure vehicle 1502 to match the configuration of vehicle 100 .

FIG. 22 shows a system generally indicated at 1600 . System 1600 may include vehicle 100 in communication with device 710 and wireless electronic device 1610 . A first wireless data communication link may be formed between device 710 and vehicle 100, and a second wireless data communication link may be formed between device 1610 and vehicle 100. Device 1610 may be similar to device 710 . For example, device 1610 may run a software application similar to application 800 (see FIG. 14 ).

System 1600 may be used to train riders of vehicle 100 . For example, a trainee may hold device 710 and may be positioned on vehicle 100 , and a trainer may hold device 1610 and may be positioned remotely from vehicle 100 . Trainees may use software applications running on device 710 to monitor and/or change the configuration of vehicle 100 and/or receive training information via feature 826 (see FIG. 14 ). The trainer may similarly monitor and/or change the configuration of the vehicle 100 using software applications running on the device 1610 and/or send training information to the device 710 via the vehicle 100. In some embodiments, the devices 710, 1610 can communicate directly with each other via one or more wireless data communication links, and the trainee and trainer can communicate through mutual data established between one of the devices and the electric vehicle. communication link to monitor and/or change the configuration of the vehicle 100, and/or share training information with each other.

Illustrative Data Processing System

Figure 23 depicts a data processing system 2300, also referred to as a computer, in accordance with aspects of the present disclosure. In this example, data processing system 2300 is an illustrative data processing system for implementing one or more of the operations and/or functions described in and/or in FIGS. 1-22 and FIGS. 24-29 . More specifically, in some examples, devices that are embodiments of data processing systems (e.g., on-board computers, chips, and electronic systems) may be programmed or otherwise configured to perform functions such as motor control, hysteresis algorithms, rider presence Functions for information signal processing, power management, microcontroller operation and/or sensor control.

Data processing system 2300 may include communications framework 2302 . Communications framework 2302 provides communications between processor unit 2304 , memory 2306 , persistent storage 2308 , communications unit 2310 , input/output (I/O) unit 2312 , and display 2314 . Memory 2306 , persistent storage 2308 , communications unit 2310 , input/output (I/O) unit 2312 , and display 2314 are examples of resources accessible by processor unit 2304 via communications framework 2302 .

Processor unit 2304 is used to execute instructions for software that may be downloaded into memory 2306 . Processor unit 2304 may be a plurality of processors, a multi-processor core, or some other type of processor, depending on the particular implementation. Additionally, processor unit 2304 may be implemented using multiple heterogeneous processor systems in which a primary processor resides on a single chip with secondary processors. As another illustrative example, processor unit 2304 may be a symmetric multi-processor system containing multiple processors of the same type.

Memory 2306 and persistent storage 2308 are examples of storage devices 2316 . A storage device is any piece of hardware capable of storing information such as, for example but not limited to, data, program code in functional form, and other suitable information on a temporary or permanent basis.

Storage 2316 may also be referred to as computer readable storage in these examples. In these examples, memory 2306 may be, for example, random access memory or any other suitable volatile or non-volatile storage device. Persistent storage 2308 may take various forms, depending on the particular implementation.

For example, persistent storage 2308 may contain one or more components or devices. For example, persistent storage 2308 may be a hard drive, a flash memory, a rewritable optical disk, a rewritable magnetic tape, or some combination of the above. The media used by persistent storage 2308 also may be removable. For example, a removable hard drive may be used for persistent storage 2308 .

Communications unit 2310, among these examples, provides for communications with other data processing systems or devices. In these examples, communications unit 2310 is a network interface card. Communications unit 2310 may provide communications through the use of either or both physical and wireless communications links.

Input/output (I/O) unit 2312 allows for input and output of data with other devices that may be connected to data processing system 2300 . For example, input/output (I/O) unit 2312 may provide connections for user input through a keyboard, mouse, and/or some other suitable input device. Additionally, input/output (I/O) unit 2312 may send output to a printer. Display 2314 may provide a mechanism for displaying information to a user.

Instructions for the operating system, applications, and/or programs may be located in storage device 2316 that communicates with processor unit 2304 through communications framework 2302 . In these illustrative examples, the instructions are in functional form in persistent storage 2308 . These instructions may be downloaded into memory 2306 for execution by processor unit 2304 . Processor unit 2304 may use computer-implemented instructions, which may be located in memory (eg, memory 2306 ), to perform the processes of the different embodiments.

These instructions are referred to as program instructions, program code, computer usable program code or computer readable program code that can be read and executed by a processor in processor unit 2304 . The program code in different embodiments can be implemented on different physical or computer readable storage media such as memory 2306 or persistent storage 2308 .

Program code 2318 resides in functional form on computer readable medium 2320 which is selectively removable and downloadable or transported to data processing system 2300 for execution by processor unit 2304 . In these examples, program code 2318 and computer readable medium 2320 form computer program product 2322. In one example, computer readable media 2320 may be computer readable storage media 2324 or computer readable signal media 2326 .

Computer-readable storage media 2324 may include, for example, an optical or magnetic disk that is inserted or placed into a drive or other device that is part of persistent storage 2308 for transfer to a storage device that is part of persistent storage 2308 (e.g., a hard disk). drive). Computer readable storage media 2324 also may take the form of persistent storage, such as a hard drive, a thumb drive, or a flash memory, that is connected to data processing system 2300 . In some cases, computer readable storage media 2324 is not removable from data processing system 2300 .

In these examples, computer readable storage media 2324 is a physical or tangible storage device used to store program code 2318 rather than a medium that conveys or transmits program code 2318 . Computer readable storage media 2324 is also referred to as a computer readable tangible storage device or a computer readable physical storage device. In other words, computer readable storage media 2324 are media that can be touched by a human.

Program code 2318 may optionally be transmitted to data processing system 2300 using computer readable signal media 2326 . Computer readable signal media 2326 may be, for example, a transmitted data signal containing program code 2318. For example, computer readable signal media 2326 may be an electromagnetic signal, an optical signal, and/or any other suitable type of signal. These signals may be transmitted over a communication link, such as a wireless communication link, fiber optic cable, coaxial cable, wire, and/or any other suitable type of communication link. In other words, the communication links and/or connections may be physical or wireless, in an illustrative example.

In some demonstrative implementations, program code 2318 may be downloaded over a network to persistent storage 2308 from another device or data processing system via computer readable signal media 2326 used within data processing system 2300 . For example, program code stored in a computer-readable storage medium in a server data processing system may be downloaded from the server to data processing system 2300 via a network. The data processing system providing program code 2318 may be a server computer, a client computer, or some other device capable of storing and transmitting program code 2318 .

The various components illustrated for data processing system 2300 are not meant to provide architectural limitations to the manner in which various embodiments may be implemented. The different illustrative embodiments may be implemented in a data processing system that includes components in addition to and/or in place of those described for data processing system 2300 . Other components shown in FIG. 23 may vary from the illustrative example shown. Various embodiments may be implemented using any hardware device or system capable of executing program code. As one example, data processing system 2300 may include organic components integrated with inorganic components, and/or may entirely include organic components that exclude humans. For example, a memory device may include an organic semiconductor.

In another illustrative example, processor unit 2304 may take the form of a hardware unit having circuitry manufactured or configured for a particular purpose. This type of hardware can perform operations without the need for program code downloaded into memory from a storage device to be configured to perform the operations.

For example, when processor unit 2304 takes the form of a hardware unit, processor unit 2304 may be a system of circuitry, an application specific integrated circuit (ASIC), a programmable logic device, or some other suitable type of hardware configured to perform multiple operations . Using a programmable logic device, the device is configured to perform a number of operations. The device may be reconfigured at a later time or may be permanently configured to perform multiple operations. Examples of programmable logic devices include, for example, programmable logic arrays, programmable array logic, field programmable logic arrays, field programmable gate arrays, and other suitable hardware devices. With this type of implementation, program code 2318 may be omitted since the processes for the different implementations are implemented in hardware units.

In yet another illustrative example, processor unit 2304 may be implemented using a combination of processors found in computers and hardware units. Processor unit 2304 may have multiple hardware units and multiple processors configured to execute program code 2318 . Using the depicted example, some of the processes may be implemented in multiple hardware units, while other processes may be implemented in multiple processors.

In another example, a bus system may be used to implement the communication framework 2302 and may include one or more buses, such as a system bus or an input/output bus. Of course, a bus system may be implemented using any suitable type of architecture that provides for data transfer between different components or devices connected to the bus system.

In addition, the communication unit 2310 may include a plurality of devices that transmit data, receive data, or both transmit and receive data. Communications unit 2310 may be, for example, a modem or a network adapter, two network adapters, or some combination thereof. Additionally, memory may be, for example, memory 2306 , or cache memory, such as that present in the interface and memory controller hub that may reside in communication framework 2302 .

The flowchart and block diagrams described herein illustrate the structure, functionality, and operation of possible implementations of systems, methods and computer program products according to various illustrative embodiments. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which includes one or more executable instructions for implementing the specified logical functions. It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, the functions of two blocks shown in succession may be executed substantially concurrently, or the functions of the blocks may sometimes be executed in the reverse order, depending upon the functionality involved.

Illustrative cyclist detection device, system and method

As shown in FIGS. 24-28 , this section describes illustrative cyclist detection systems and methods. These cyclist detection systems and methods involve various examples of the above-described cyclist detection device (i.e., device 262).

24 and 25 illustrate exemplary pressure sensing transducers suitable for use in a cyclist detection system. Figure 26 is a top view of a similar pressure sensing transducer. 27 is a top view of an electric vehicle including a plurality of such transducers in respective deck portions. Figure 28 is a schematic cross-sectional view of the system of Figure 27;

In general, a rider detection device, system, or sensor for a personal electric vehicle having zero or more ground-contacting elements (e.g., wheels) may include a Flexible, elastic or rigid circuits. The cyclist detection sensor includes a pressure sensing transducer configured to convert sensed force or pressure into an electrical signal. The pressure sensing transducer may have one or more fully conductive layers and/or one or more partially conductive layers. In some examples, a partially conductive layer may be proportionally conductive such that the conductivity of the layer is proportional to the applied pressure or force. In some examples, for example, where one or more of the layers are partially conductive, the sensing element may comprise a force sensitive resistor, such as the Force Sensing® produced by Sensitronics, LLC. (force sensing resistor). A layer in this context may have a width and length substantially greater than its thickness or depth. Therefore, such layers can be described as expanses.

A force sensitive resistor (FSR) includes a material or layer that changes resistance predictably in response to a force applied to the layer. More specifically, for example, when a force is applied, the resistance of the force sensitive resistor decreases proportionally. A force sensitive resistor may comprise one or more conductive polymers. In some examples, the force sensitive resistive material may take the form of a polymer sheet, polymer layer, or printable ink. The printable force sensitive resistor ink can be screen printed or otherwise applied to a film substrate such as polyethylene terephthalate (PET) film. In some examples, the term FSR may be used to describe a particular layer of a transducer including, for example, a conductive polymer. In some examples, the term FSR may be used to refer to a transducer that includes one or more layers of FSR material.

A cyclist detection sensor that may be constructed using a printed circuit fabrication process may include a transducer having one or more conductive layers. For example, a pair of fully and/or proportionally conductive layers may be spaced apart from and facing each other. At least one of the two layers may be elastic or flexible such that when force is applied the layer is displaced so as to contact the other layer and complete the circuit. As mentioned above, one of the layers may comprise a force sensitive resistor such that the conductivity of the layer is variable according to the applied force (eg, the layer resistance is proportional to the applied force). In examples including force sensitive resistors, the transducer as a whole will respond proportionally to applied pressure. In examples including only fully conductive layers, the transducer response will be substantially binary (ie, on/off).

The layers of the cyclist detection sensor may have a relatively small displacement such that the displacement is not perceptible to the cyclist. For example, the deflection or displacement of the sensor may be in the range of approximately 0.005 to 0.020 inches. More specifically, when a rider applies an activation force or pressure to the sensor, the separation distance between the layers may decrease by about 0.005 to 0.020 inches. This amount is for illustration only, and other spacing and/or displacement distances may be suitable. Deactivation of the rider detection sensor element (eg, by removal of activation pressure or force) may cause the associated conductive layers to move relative to each other to restore the separation distance. For example, one or both layers may comprise elastic material, as described above.

In some examples, FSR type transducers will be used to facilitate a more robust rider sensing system. For example, various factors may cause a reference amount of pressure to be applied to the cyclist detection sensor, such as applying additional layers of material above and/or below the sensor. In this case, one advantage the FSR will have over a purely binary sensor is its proportional response. Although the sensor can be activated to some extent by the reference pressure, the FSR will become only partially conductive. Thus, a threshold level may be set above which the sensor will indicate the presence of a cyclist and below which the sensor will indicate the absence of a cyclist. This threshold can be set above the baseline level to avoid false positive readings.

In some examples, the cyclist detection sensor may be made weather resistant by enclosing the cyclist detection sensor or transducer element in a waterproof housing, for example using a waterproof adhesive. An air or vapor permeable water impermeable vent (such as a Gore vent) may be included to allow the rider to detect changes in sensor balanced atmospheric pressure while maintaining a watertight seal. A suitable example of such a vent is manufactured by Nitto Denko Corporation Ventilation system S-NTF series.

In some examples, multiple sensing regions (eg, each bounded by a corresponding sensing transducer) may be included on a single cyclist detection sensor. Using multiple regions may improve accuracy, better responsiveness to different stressors and/or may allow for different conditions to start, continue and/or stop the vehicle.

In one example, a vehicle such as a self-stabilizing skateboard may include a first sensor area and a second sensor area with associated active areas under a rider's heels and toes. For example, the first sensor area and the second sensor area may be separated from each other by a gap or other area extending generally parallel to the direction of travel of the skateboard and/or generally perpendicular to the pitch axis of the skateboard's centrally disposed wheels. In other words, one pressure-sensing transducer may be adjacent and laterally spaced apart from another pressure-sensing transducer such that the pressure-sensing transducers are configured to be disposed on the front and rear portions of the rider's foot, respectively. below the section. In some embodiments, the cyclist detection sensor can be fabricated from a highly durable polycarbonate/PET material and sealed with a wide waterproof bezel.

In an exemplary operation, active balancing may be initialized or initiated in response to two areas being pressed. Depression of only one (or at least one) area may allow for sustained riding (eg, continuous active balancing). This operating configuration may allow for relatively aggressive heel-side and toe-side turns, where the rider can lift the heel or toe while keeping the other part of the foot in contact with the skateboard deck (eg, thereby depressing the associated sensor area).

In some examples, when a rider lowers a skateboard (or other type of vehicle that incorporates rider detection sensors) below a safe speed as specified by software or firmware (such as may be included in an associated motor controller) , the system can be configured to actively stop balancing the vehicle if the user lifts or removes the heel or toes from the board. Thus, removing pressure from the associated sensor area may allow the vehicle to stop. Vehicle speed may be measured or sensed by any suitable device or method. For example, a speed sensing device may be associated with the rotational speed of the wheels of the vehicle.

In some examples, the cyclist detection sensor may be fabricated using circuit printing processes typical in the membrane keypad industry and/or the force sensitive resistor (FSR) industry. In some embodiments, the printed conductor layers may be separated by spacer layers, which may prevent the cyclist detection sensor from being triggered when unloaded.

In some embodiments, the cyclist detection sensor may be located on a rigid portion of the vehicle's floor mat, and sandwiched between a non-slip (eg, abrasive belt) layer disposed over the cyclist detection sensor and disposed on the cyclist detection sensor. between the rigid part of the footpad below the sensor. This configuration can improve the reliability of the sensor. For example, in such a configuration, the cyclist detection sensor may not have moving parts, or the parts may not move significantly relative to each other. Due to the printing nature of some sensors (and/or other factors), additional sensor areas can be added without significantly increasing cost.

Turning to FIGS. 24 and 25 , an illustrative cyclist detection system 2400 is shown in exploded and assembled views. System 2400 includes an example of cyclist detection device 262 and is suitable for use with the systems described above with respect to FIG. 5 . System 2400 includes a pressure sensing transducer 2402 disposed between (eg, sandwiched) between a non-skid layer 2404 and a deck portion 2406 of a motorized skateboard (eg, vehicle 100 described above).

The pressure sensing transducer 2402, interchangeably referred to as a force sensing or force sensitive transducer, may include any suitable structure and/or device configured to convert sensed mechanical force into an electrical signal. In the example shown in FIG. 24 , the pressure sensing transducer includes an upper force sensitive resistor (FSR) layer 2408 and a lower conductive layer 2410 separated by a gap or spacer layer 2412. In this example, the spacer layer includes two sections, a first spacer section 2412A and a second spacer section 2412B.

FSR layer 2408 may comprise any suitable layer having a resistance that changes predictably in response to an applied force. For example, FSR layer 2408 may include conductive polymer ink applied to a PET film substrate. In some examples, the substrate may include a different conductive polymer than the printing ink. FSR layer 2408 may be referred to as being partially conductive and/or variably conductive.

Conductive layer 2410 may comprise any suitable conductive material, such as part of a circuit. For example, conductive layer 2410 may include a pattern of silver or copper printed or otherwise applied to the thin film substrate. In some examples, the pattern may include interlocking or interdigitated portions (eg, fingers).

In operation, the FSR layer 2408 may be displaced toward the conductive layer 2410 by mechanical force (i.e., pressure) applied, for example, by a rider's foot. The contact between the two layers completes the circuit, allowing the generation of a signal indicating the presence of the cyclist. Because the FSR layer has a variable resistance, additional information can be conveyed or measured, for example based on the amount of current flowing through the circuit. In some cases, a baseline level of activation may be induced by squeezing the FSR layer and conductive layer between the non-slip layer 2404 and the deck portion 2406, as described above. As shown in FIG. 24 , conductive layer 2410 may include portions that pass through holes 2414 in deck portion 2406 to connect with appropriate electrical connectors 2416 . Connector 2416 may include any suitable electrical connector configured to communicate transducer 2402 with a controller (eg, motor controller 254 and/or microcontroller 269 (see FIG. 5 )).

Spacer 2412 may comprise any suitable non-conductive (eg, dielectric) material configured to keep FSR layer 2408 and conductive layer 2410 apart in the absence of applied force. In some examples, spacer 2412 may include one or more layer portions (e.g., portion 2412A and portion 2412B) having a thickness greater than that of conductive layer 2410 and placed on opposite sides of the conductive layer such that The FSR layer 2408 is maintained over the conductive layer. In some examples, the spacer 2412 can include one or more portions configured to be sandwiched between the FSR layer 2408 and the conductive layer 2410 such that the spacer portion is disposed only on the periphery of the layer, This leaves the center or middle part of each layer free to interact.

A non-slip layer 2404 may be disposed over the transducer 2402 and may comprise any suitable material configured to provide a durable, traction-enhanced surface for a rider's foot. For example, non-slip layer 2404 may include a non-slip material, abrasive tape, a textured layer, and/or the like, or any combination of these. The anti-slip layer 2404 may be similar in size to or larger than the transducer 2402 such that the transducer is also somewhat protected by the anti-slip layer. The non-slip layer 2404 may be an example of the portions 124, 128 described above.

FSR layer 2408 has been described as being disposed over conductive layer 2410 . However, some examples may reverse the arrangement such that the FSR layer is the lower layer. Some examples may include more or fewer layers of each type. For example, a transducer/sensor may only comprise a single FSR layer. Any suitable combination of layers may be used.

FIG. 26 illustrates an exemplary pressure or force sensing sensor zone 2420 suitable for use in a cyclist detection system (eg, system 2400). Similar to transducer 2402, sensor zone 2420 may be incorporated into such a system, for example, by sandwiching the sensor zone between a layer of abrasive belt and a rigid portion of the vehicle's deck or deck. As described further below, sensor region 2420 may include a plurality of side-by-side pressure or force sensing transducers, each of which defines a different active area or discrete sensing area.

As shown in FIG. 26, the sensor region 2420 includes a first pressure sensing transducer 2422 defining a first active region (or discrete region) 2424; a second pressure sensing transducer 2428 defining a second active region (or discrete region) 2428; Transducer 2426; waterproof housing or housing 2430 enclosing transducers 2422 and 2426; vent 2432 configured to allow air pressure equalization of the interior space within housing 2430 to the external environment; Contacts 2434, 2436, 2438.

Each of transducers 2422 and 2426 may include at least partially conductive first and second layers separated by a spacer layer. In some examples, one or both transducers include a resilient first conductive layer spaced from and facing the second conductive layer such that a force applied to the first conductive layer The first conductive layer is brought into contact with the second conductive layer. In some examples, one or both transducers include a FSR layer similar to the FSR layer described above with respect to FIGS. 24-25 .

Contacts 2434 and 2436 may be electrically connected to transducer 2422 and transducer 2426, respectively. Contact 2438 may be connected to ground. When force or pressure is applied to first region 2424 (e.g., by a rider's foot), thereby reducing or closing the separation distance between the first and second layers of transducer 2422, rider presence information (e.g., Rider Presence Signal) can be an output on contact 2434. Similarly, force or pressure applied to second region 2428 may result in a similar output on contact 2436 . These signals can be communicated to the motor controller, which can use the rider presence information to determine the appropriate state of the vehicle's motor assemblies (eg, stopping the wheels, or turning the wheels forward or backward). In some examples, contact 2434 can be a drive line associated with first transducer 2422 (eg, a toe drive line); contact 2436 can be a drive line associated with second transducer 2426 (eg, a toe drive line); heel drive line); and contact 2438 may be a sense line.

In an exemplary use of the sensor region 2420, the sensor region may be positioned or embedded in the platform of a self-stabilizing vehicle (e.g., vehicle 100) such that the first region 2424 is aligned with a first portion of the user's foot (e.g., the toe region) register, and the second region 2428 is registered with a second portion of the user's foot (eg, the heel region). Simultaneous activation of region 2424 and region 2428 may initiate active balancing of the vehicle, eg, via receipt of rider presence information from respective contacts 2434 and 2436 by the motor controller. Once the vehicle is in the active balance mode or state, the user may tilt the deck (eg, in a direction generally perpendicular to the heel-toe direction) to propel the vehicle in the direction of travel.

After the vehicle achieves a predetermined or selected threshold speed (eg, 3 MPH), the motor controller (or other controller) can be configured to continue to actively balance the vehicle, such as by driving the motors, even if pressure from one or more zones 2424 and 2428 removed. This can occur, for example, when performing heel and/or toe side turns. However, removing pressure from one or both regions may be configured to stop and/or slow active balancing of the vehicle when the vehicle is operating below a predetermined or selected threshold speed. For example, removal of pressure from region 2428 (eg, associated with the rider's heel) may be configured to signal the absence of the rider via contact 2436 to the motor controller. If the vehicle is traveling below a threshold speed, the cyclist presence information indicating that the cyclist is not present may cause the motor controller to de-energize the motor and/or send a drive signal to the motor sufficient to bring the vehicle to a standstill. In a similar manner, removing pressure from region 2424 may be configured to bring the vehicle to a standstill (or vice versa) when traveling below a predetermined speed, even if region 2428 is activated.

A controller or control circuit for the motor can incorporate hysteresis to more predictably or intuitively change the mode of the vehicle. For example, a control circuit similar to or containing a Schmitt trigger may be used to bias the vehicle toward continuous operation at higher speeds and non-operation at lower speeds. To this end, voltage thresholds and/or time-off settings may be adjustable. See below for additional description of the illustrative method of operation.

27 and 28 illustrate a cyclist detection system 2500 that has similar aspects to cyclist detection system 2400 and sensor area 2420 and is suitable for use in an electric vehicle such as vehicle 100 . System 2500 includes an example of cyclist detection device 262 and is suitable for use with the system described above with respect to FIG. 5 . System 2500 may include a vehicle, such as self-stabilizing skateboard 2502 having wheel assemblies 2504 coupled to deck 2506 . The wheel assembly and deck are generally similar to those described above with respect to vehicle 100, wheel assembly 112, and deck 104.

As shown in FIGS. 27 and 28 , the first cyclist detection unit 2508 (also referred to as a cyclist detection device, sensing area or sensor area) may be integrated into, coupled to, connected to, embedded in or provided on the deck On the first foot pad 2510 of 2506. The cyclist detection unit 2508 may be similar to the sensor area 2420 of FIG. 26 . For example, unit 2508 may include first sensing transducer 2512 and second sensing transducer 2514 enclosed in a waterproof enclosure 2516 with ventilation configured to allow equalization of air pressure between the interior space and the external environment. Port 2518 (similar to vent 2432).

As shown in FIG. 28, unit 2508 may be sandwiched between a non-slip layer 2520, such as an abrasive belt, and plate portion 2522 of deck 2506. Plate portion 2522 is a generally rigid portion of plate face 2506 . For example, plate portion 2522 may comprise plywood, fiberglass, and/or other generally rigid materials. In some examples, housing 2516 may be bonded to non-slip layer 2520 and/or plate portion 2522 in a waterproof manner.

Transducer 2512 may include first conductive layer 2524 and second conductive layer 2526 separated by spacer layer 2528 . Similarly, transducer 2514 may include third conductive layer 2530 and fourth conductive layer 2532 separated by spacer layer 2534 . As described above, these conductive layers may include one or more FSR layers. Each transducer can be configured to provide a variable output signal (eg, proportional to force), to provide a binary on/off signal, or to be selectable between these two modes.

In the example shown in FIG. 28 , vent 2518 is provided in the interface region between housing 2516 and plate portion 2522 . However, in some examples, the vents may be positioned adjacent to the housing 2516 or at other suitable locations on the periphery of the housing 2516 . In some embodiments, holes or apertures 2535 may be formed in plate portion 2522 directly below vents 2518 (or in another suitable location), thereby placing vents 2518 in fluid communication with the external environment. This arrangement may facilitate more airflow into and out of the interior space of the rider detection unit 2508 in which the transducers 2512 and 2514 are disposed.

As shown in FIG. 28, the rider's foot may press down on the rider detection unit 2508 with a force that varies approximately balanced between two force vectors. More specifically, toe force vector 2536 describes the normal force applied to footbed 2510 (and thus to unit 2508) by the front or toe portion of the rider's foot. Similarly, heel force vector 2538 describes the normal force applied to footbed 2510 by the rider's rear or heel portion. In some examples, a deck or deck portion of a vehicle may have a shape other than flat. For example, the deck portion and/or the foot pads may be concave, convex or otherwise non-planar. Although this paper describes planar decks, the associated normal forces, and similar functions apply to non-planar arrangements.

During use of the vehicle, the cyclist's foot, indicated at 2540 in Figure 28, may press against the unit 2508 with the force exerted by the heel and toes. In other words, force may be applied via force vectors 2536 and 2538 simultaneously. Accordingly, both transducers 2512 and 2514 may be activated such that they transmit respective rider presence information signals to the motor controller associated with wheel assembly 2504 . Receipt of such a signal by the motor controller may be configured to initiate active balancing of the sled 2502 .

Once the sled 2502 is traveling at or above the selected threshold speed, the motor controller can continue to send drive signals to the motor (e.g., for continued active balancing) even if the motor controller switches from pressure sensing to One of the transducers (ie, transducer 2512 or 2514) receives the rider absence signal. Transducers 2512 and/or 2514 may be deactivated or stop sending signals as the rider removes pressure from the corresponding area of the footbed, for example by lifting the toe or heel portion of the foot. However, when skateboard 2502 is traveling below a selected threshold speed, the motor controller may be configured to bring the vehicle to a standstill (eg, not depressed) when one or more sensor transducers are deactivated (eg, not depressed). , by de-energizing the motor).

Referring to FIG. 27 , a second rider detection unit 2542 , which is substantially the same as the first unit 2508 , can be integrated into, coupled to, connected to, embedded in, or disposed on the second foot pad 2544 of the deck 2506 . For example, unit 2542 may include a first sensing transducer 2546 and a second sensing transducer 2548 housed in a waterproof housing 2550, the waterproof housing 2550 has vents 2552 configured to allow equalization of air pressure between the interior space and the external environment. Additionally, unit 2542 may be sandwiched between a non-slip layer 2554 (eg, abrasive tape) and relatively rigid plate portion 2556 of deck 2506 . All of these components are generally similar to the corresponding components of the first unit 2508 . In some examples, second unit 2542 is absent.

In some embodiments, a selected number (eg, one) of the pressure sensing transducers are deactivated, or a predetermined configuration of selected transducers may be configured to bring the vehicle to a standstill when traveling below a threshold speed . In some embodiments, active balancing may be initiated when all transducers 2512, 2514, 2546, 2548 (or other predetermined number or configuration of transducers) are activated. In some embodiments, the activation and/or deactivation of the transducers may be configured to modulate the drive signal to the motors of the wheel assembly 2504 via the motor controller when the skateboard 2502 is traveling at or above a threshold speed.

Additional explanatory how-to

This section describes illustrative methods for operating an electric vehicle (eg, vehicle 100 ) having a cyclist detection system such as system 2400 ; see FIG. 29 . Aspects of the cyclist detection device and system described above may be used in the method steps described below. Where appropriate, reference is made to previously described components and systems that can be used to perform each step. These references are for illustration only and are not intended to limit the possible ways of performing any particular step of the method.

FIG. 29 is a flowchart showing steps performed in an illustrative method, and may not enumerate the complete procedure or all steps of the process. FIG. 29 depicts steps of a method, generally indicated at 3000 , that may be performed with a vehicle having a cyclist detection system according to aspects of the present disclosure. Although the various steps of method 3000 are described below and depicted in FIG. 29, the steps need not be performed in all, and in some cases may be performed in an order different from that shown. Furthermore, the steps of method 3000 may be combined with one or more method steps described above with respect to system 2400 and/or method 600 .

In step 3002, a control system of an electric vehicle, which may include a processor and/or a controller, detects the presence of a rider on the electric vehicle. For simplicity, electric vehicles will be referred to as boards. Any suitable vehicle may be used, such as vehicle 100 described above. Detection of cyclists may be performed in any suitable manner. For example, one or more pressure sensing transducers, such as transducer 2402, may be used to detect a cyclist. As explained above, such a pressure sensing sensor may comprise a force sensitive resistor (FSR), and thus may respond proportionally to an applied force or pressure (eg a cyclist's foot). Furthermore, as described with respect to FIGS. 27-28, the transducer may include two sensing regions, one associated with the front or toe portion of the foot and the other associated with the rear or heel portion of the foot. In this example, the detection of the presence of the cyclist does not change the state of the active balance system on the vehicle.

In step 3004, the control system detects that the board has been substantially leveled. In other words, the tilt angle of the board has reached a state or range defined by the system as "horizontal" or "no longer stationary". For example, a rider can place their feet on the board with the surface of the foot roughly parallel to the ground. Detection of the plate angle may be performed by any suitable method using any suitable sensors and/or detectors as described above with reference to FIGS. 5 and 6 .

In step 3006, active balancing may occur when the control system satisfies the presence of a rider and the board is in a horizontal position. For example, active balancing and riding of a vehicle is described above with respect to method 600 .

In steps 3008 and 3010, the system may detect changes in the presence of cyclists and respond accordingly. In step 3008, the system may detect that the rider's entire foot has been removed from the board. For example, pressure sensors in both the toe area and the heel area of a footbed may no longer be activated. In this case, the system may assume that the cyclist is no longer on the vehicle and may stop the vehicle motor at step 3012 either immediately or after some selected delay. In step 3010, on the other hand, the system may detect that only a portion of the rider's foot has been removed from the board. For example, only the toe sensing area or only the heel sensing area may cease to be activated. This may occur, for example, during turns when the rider lifts his or her toes (or heels) for balance. In response to this partial decrease in cyclist detection, step 3014 includes checking the vehicle speed. If the vehicle speed is above the selected threshold, the board will continue in active mode. If the vehicle speed is below a threshold (eg, three miles per hour), then in step 3012 the system may stop vehicle operation.

While a single sensor area with multiple sub-areas has been described, namely under a single foot, some examples may also use a second sensor area under another foot of the rider. Any suitable combination of sensor zones and/or regions may be used. Furthermore, any suitable type of sensor or transducer may be used, such as FSR type transducers and/or fully conductive transducers.

Selected examples and implementations

Additional aspects and features of the disclosed embodiments are described below, presented without limitation, as a series of numbered paragraphs. Each of these paragraphs may be combined in any suitable manner with one or more of the other paragraphs, and/or with the disclosure of other parts of this application, including material incorporated by reference in cross-references. Some of the following passages explicitly reference and further limit other passages, thereby providing, without limitation, examples in some suitable combinations.

A. An electric vehicle comprising a board comprising a first deck portion and a second deck portion each configured to receive a rider's left or right foot a wheel assembly disposed between the first deck portion and the second deck portion and including a ground-contacting element; a motor assembly mounted to the deck and configured to rotate the ground-contacting element about an axis to propel the an electric vehicle; at least one sensor configured to measure orientation information of the board; and a motor controller configured to receive the orientation information measured by the sensor and to cause the motor assembly to propel the electric vehicle based on the orientation information A tool; wherein the electric vehicle includes exactly one ground-contacting element.

A1. The vehicle of paragraph A, wherein the motor assembly includes a hub motor.

A2. The vehicle of paragraph A1, wherein the hub motor is of the internal gear type.

A3. The vehicle of paragraph A1, wherein the hub motors are direct drive.

A4. The vehicle of paragraph A, further comprising: a first light assembly disposed at the first end of the panel; and a second light assembly disposed at the second end of the panel; wherein the first light assembly configured to output light of a first color when the board is advanced generally in a first direction, and to output light of a second color when the board is generally advanced in a second direction; and wherein the second light assembly is configured to when Light of the second color is output when the board is advanced substantially in the first direction, and light of the first color is output when the board is advanced substantially in the second direction.

A5. The vehicle of paragraph A4, wherein the first color is white and the second color is red.

A6. The vehicle of paragraph A, wherein the at least one sensor comprises a gyroscope and an accelerometer jointly configured to estimate a tilt angle of the board.

B. An electric skateboard comprising: a foot deck having a first deck portion and a second deck portion each configured to support a rider's foot; just one ground-contacting wheel, the exactly one ground-contacting wheel disposed between the first deck portion and the second deck portion and configured to rotate about an axis to propel the skateboard; at least one sensor configured to measure the foot deck and an electric motor configured to cause the wheel to rotate based on the orientation of the foot surface.

B1. The skateboard of paragraph B, wherein the motor is a hub motor.

B2. The skateboard of paragraph B, further comprising a first light assembly disposed at the distal end of the first deck portion; and a second light assembly disposed at the distal end of the second deck portion ; wherein the first light assembly is configured to output light of a first color when the board is generally advanced in a first direction, and output light of a second color when the board is generally advanced in a second direction; and wherein the first The two light assembly is configured to output light of a second color when the board is advanced generally in the first direction, and to output light of the first color when the board is generally advanced in the second direction.

B3. The skateboard of paragraph B, wherein the at least one sensor includes a gyroscope configured to measure pivoting of the foot surface about the pitch axis.

B4. The skateboard of paragraph B3, wherein the at least one sensor further includes an accelerometer, and wherein the gyroscope and the accelerometer are collectively configured to measure an orientation of the foot surface about a pitch axis, a roll axis, and a yaw axis.

B5. The skateboard of paragraph B, further comprising a rider detection device configured to determine whether the rider's foot is disposed on the foot plate, and when it is determined that the rider's foot is disposed on the foot plate, send The signal that puts the motor into an active state.

C. A self-balancing electric vehicle comprising: a frame defining a plane; a first deck portion mounted to the frame and configured to support a first foot of a rider; a second deck portion, The second deck portion is mounted to the frame and configured to support a rider's second foot; the wheels, mounted to the frame between the deck portions, extend above and below the plane and are configured to surround the at least one sensor mounted to the frame and configured to sense orientation information of the frame; a motor controller configured to receive orientation information from the sensor and generate a motor control signal in response to the orientation information and a motor configured to receive a motor control signal from the motor controller and in response rotate the wheel, thereby propelling the skateboard.

C1. The electric vehicle of paragraph C, wherein the motor is an electric direct drive hub motor.

C2. The electric vehicle of paragraph C, wherein the at least one sensor comprises a gyroscope and a 3-axis accelerometer collectively configured to sense orientation information sufficient to estimate a tilt angle of the frame, the orientation information Includes pivoting about pitch, roll and yaw axes.

C3. The electric vehicle of paragraph C, further comprising a first non-slip mat and a first illuminator disposed at the distal end of the first deck portion, and a first illuminator disposed at the distal end of the second deck portion A second anti-slip mat at the top and a second illuminator, wherein each anti-slip mat includes a hole configured to allow light to pass through from the corresponding illuminator while preventing the illuminator from contacting the ground.

C4. The electric vehicle of paragraph C3, wherein the first illuminator is configured to output light of a first color when the frame is advanced generally in a first direction, and to output light of a first color when the frame is generally advanced in a second direction , to output light of a second color, and wherein the second illuminator is configured to output light of a second color when the frame is generally advanced in a first direction, and to output light of a second color when the frame is generally advanced in a second direction. A color of light.

C5. The electric vehicle of paragraph C, further comprising a fender attached to at least one of the deck portions and configured to prevent wheel-traversal water from splashing onto the rider.

C6. The electric vehicle of paragraph C5, wherein the fender is attached to both the first deck portion and the second deck portion and substantially completely separates the wheel from the rider.

D0. An electric vehicle, comprising:

a board including a first deck portion and a second deck portion each configured to receive a rider's left or right foot oriented generally perpendicular to the longitudinal axis of the board;

a wheel assembly including a ground-contacting element disposed between and extending over the first deck portion and the second deck portion;

a motor assembly mounted to the plate and configured to rotate the ground-contacting element about an axis to propel the electric vehicle;

at least one orientation sensor configured to measure orientation information of the board; and

a first sensing area disposed in the first deck portion, the first sensing area including a first pressure sensing transducer; and

a motor controller configured to receive board orientation information measured by the orientation sensor and rider presence information based on the output of the first pressure sensing transducer and to cause the motor assembly to propel electric transportation based on the board orientation information and rider presence information tool.

D1. The vehicle of paragraph D0, wherein the first sensing region further includes a second pressure sensing transducer adjacent to the first pressure sensing transducer and connected to the second pressure sensing transducer a pressure-sensing transducer spaced laterally such that the first and second pressure-sensing transducers are configured to be disposed on the front portion and rear portion, respectively, of the rider's left or right foot section below.

D2. The vehicle of any of paragraphs D0-D1, wherein the first pressure sensing transducer is embedded in an upper surface of the first deck portion.

D3. The vehicle of paragraph D2, wherein the first pressure sensing transducer is sandwiched between the non-slip layer and the rigid layer of the first deck portion.

D4. The vehicle of any of paragraphs D0 to D3, wherein the first pressure sensing transducer is enclosed in a watertight housing.

D5. The vehicle of paragraph D4, wherein the waterproof shell includes breathable and waterproof vents.

D6. The vehicle of any of paragraphs D0 through D5, wherein the first pressure sensing transducer comprises a force sensitive resistor.

D7. The vehicle of any of paragraphs D0 to D6, wherein the first pressure sensing transducer includes a resilient first conductive layer spaced from and facing the second conductive layer such that applying The force to the first conductive layer causes the first conductive layer to contact the second conductive layer.

E0. An electric skateboard, comprising:

a foot deck having a first deck portion and a second deck portion each configured to support a rider's foot oriented generally perpendicular to the longitudinal axis of the foot deck;

Exactly one ground contacting wheel disposed between and extending above said first deck portion and said second deck portion and configured to rotate about an axis to propel the skateboard;

at least one orientation sensor configured to measure the orientation of the sole of the foot;

a pressure sensing transducer disposed on said first deck portion; and

An electric motor configured to cause the wheel to rotate based on the orientation of the foot surface and the output of the pressure sensing transducer.

E1. The sled of paragraph E0, wherein the pressure sensing transducer includes a spacer layer disposed between the force sensitive resistor layer and the circuit layer.

E2. The sled of paragraph E0, wherein the pressure sensing transducer includes a spacer layer disposed between the conductive layer and the partially conductive layer having a conductivity proportional to a force applied thereto.

E3. The skateboard of any of paragraphs E0 to E2, wherein the pressure sensing transducer includes a resilient first conductive layer spaced from and facing the second conductive layer such that the first conductive layer Displaceable to electrically contact the second conductive layer to generate the output of the pressure sensing transducer.

E4. The skateboard of any of paragraphs E0 to E3, wherein the pressure sensing transducer is in communication with a motor controller configured to control the electric motor.

E5. The skateboard of paragraph E4, further comprising a speed sensor configured to provide wheel speed information to a motor controller, wherein the motor controller is configured to control the motor based on the output of the pressure sensing transducer and the wheel speed information.

E6. The skateboard of any of paragraphs E0 to E5, wherein the pressure sensing transducer is enclosed in a waterproof housing.

E7. The sled of any of paragraphs E0 to E6, wherein the pressure sensing transducer comprises a force sensitive resistor.

F0. A self-balancing electric vehicle, comprising:

a frame defining a plane and having a longitudinal axis;

a first deck portion mounted to the frame and configured to support a rider's first foot generally perpendicular to the longitudinal axis of the frame;

a second deck portion mounted to the frame and configured to support a rider's second foot generally perpendicular to the longitudinal axis of the frame;

wheels mounted to the frame between the deck portions, extending above and below the plane, and configured to rotate about an axis lying in the plane;

at least one orientation sensor mounted to the frame and configured to sense orientation information of the frame;

a pressure sensing transducer disposed on the first deck portion and configured to sense rider presence information based on a force applied to the first deck portion;

a motor controller configured to receive the orientation information and the rider presence information and generate motor control signals in response; and

A motor configured to receive a motor control signal from the motor controller and in response rotate the wheel, thereby propelling the skateboard.

F1. The electric vehicle of paragraph F0, wherein the motor controller is configured to allow the motor to rotate when the pressure sensing transducer senses that a force is currently being applied to the first deck portion.

F2. The electric vehicle of any of paragraphs F0 to F1, wherein the pressure sensing transducer is a first pressure sensing transducer, the vehicle further comprising The adjacent second pressure sensing transducer, wherein the first pressure sensing transducer and the second pressure sensing transducer respectively comprise a first discrete sensing area and a second discrete sensing area.

F3. The electric vehicle of any of paragraphs F0 to F2, wherein the pressure sensing transducer includes at least one partially conductive layer.

F4. The electric vehicle of paragraph F3, wherein the pressure sensing transducer comprises a force sensitive resistor.

F5. The electric vehicle of any of paragraphs F0 to F4, wherein the pressure sensing transducer is enclosed in a waterproof housing.

F6. The electric vehicle of any of paragraphs F0 to F5, wherein the pressure sensing transducer is sandwiched between the upper non-slip layer and the rigid portion of the first deck portion.

in conclusion

The disclosure set forth above may cover a number of different examples of independent utility. While each of these examples has been disclosed in its preferred form, the specific embodiments thereof disclosed and exemplified herein should not be considered limiting, as many variations are possible. To the extent section headings are used in this disclosure, such headings are used for organizational purposes only. The illustrated subject matter includes all novel and nonobvious combinations and subcombinations of the various elements, features, functions, and/or properties disclosed herein. The following claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. Other combinations and subcombinations of features, functions, elements, and/or properties may be claimed in applications claiming priority from this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure.

Claims (16)

1. a kind of electric vehicle, characterized by comprising:

Plate comprising the first pan section and the second pan section, first pan section and second pan section are each Autogamy is set to the left foot or right crus of diaphragm for receiving the longitudinal axis orientation for being approximately perpendicular to the plate of bicyclist；

Wheel assembly comprising ground-contacting elements, ground-contacting elements setting is in first pan section and described Extend between second pan section and above first pan section and second pan section；

Motor sub-assembly is installed to the plate and is configured to enclose the ground-contacting elements to be pivoted, described in promoting Electric vehicle；

At least one orientation sensor is configured to measure the directed information of the plate；

Sensing area is arranged in one in first pan section and the second pan section, and the sensing area includes two A sensor region, described two sensor regions on the direction transverse to the longitudinal axis of the plate transverse to each other It is spaced apart, so that the first sensor region in described two sensor regions is matched with the toe portion of the corresponding foot of bicyclist Standard, and the second sensor region in described two sensor regions is registrated with the heel part of the same foot of bicyclist； And

Motor controller is configured to receive the plate directed information measured by the orientation sensor and based on described two sensings There are information by the bicyclist of the output in device region, and the motor sub-assembly is promoted to be based on the plate directed information and described ride There are electric vehicles described in Information propulsion by person；

Wherein, the motor controller is configured in described two sensor regions two activation and activate described Motor sub-assembly, in response to the lucky zero in described two sensor regions activation and stop the motor sub-assembly, and ring Should at least one of described two sensor regions activation and keep motor sub-assembly activity；And

Wherein described two sensor regions are typically entrapped in waterproof case and are embedded into first pan section and second In one upper surface in pan section.

2. electric vehicle according to claim 1 further includes the speed for being configured to measure the electric vehicle Velocity sensor, and wherein the motor controller be configured to unless the speed of the electric vehicle be reduced to it is predetermined Minimum speed hereinafter, otherwise keeping the groups of motors in response to the activation of at least one of described two sensor regions Part activity, in the case where the speed of the electric vehicle is reduced to scheduled minimum speed situation below, the motor control Device be configured in described two sensor regions it is proper what a activation and stop the motor sub-assembly, and respond Two activation in described two sensor regions and keep the motor sub-assembly activity.

3. electric vehicle according to claim 1, wherein the waterproof case includes the ventilation opening of air permeable waterproof.

4. electric vehicle according to claim 1, wherein each sensor region includes by the of spacing layer separates The conductor layer of the conductor layer of one printing and the second printing.

5. a kind of electric return board, characterized by comprising:

Sole face has the first pan section and the second pan section, first pan section and second plate face portion Divide the foot for being respectively configured to the longitudinal axis orientation for being approximately perpendicular to the sole face of support bicyclist；

Just what a ground support wheel, is arranged between first pan section and second pan section and in institute It states and extends above the first pan section and second pan section, and be configured to enclose and be pivoted to promote the electric sliding Plate；

At least one orientation sensor is configured to measure the orientation in the sole face；

Sensing area is arranged in one in first pan section and the second pan section, and the sensing area includes two A sensor region, described two sensor regions, which respectively have, to be configured to be located at below the heel and toe of bicyclist Associated zone of action；And

Electric motor, the output for being configured to orientation and the sensing area based on the sole face promote the ground support wheel Son rotation；

Wherein, the electric motor is configured to the activation of two zone of action and is activated, in response to the behaviour area The activation of lucky zero in domain and stop, and the holding activity in response to one activation in the zone of action.

6. electric return board according to claim 5, wherein the electric motor is configured in the zone of action It is proper what a activation and holding activity.

7. electric return board according to claim 5 further includes the speed biography for being configured to measure the speed of the electric return board Sensor, and wherein the electric motor is configured to the response when the speed of the electric return board is lower than scheduled minimum speed In the zone of action it is proper what a activation and stop.

8. electric return board according to claim 5, wherein the sensing area and be configured to control the horse of the electric motor It is communicated up to controller.

9. electric return board according to claim 8 further includes velocity sensor, the velocity sensor is configured to described Motor controller provides wheel speed information, wherein the motor controller is configured to output based on the sensing area and described The velocity information of ground support wheel controls the electric motor.

10. electric return board according to claim 5, wherein each sensor region includes being led by the first of spacing layer separates Electric layer and the second conductive layer.

11. electric return board according to claim 5, wherein the electric motor is configured to only in response to two zone of action Activation and be activated.

12. a kind of electric vehicle, characterized by comprising:

Frame defines plane and has longitudinal axis；

First pan section is installed to the frame and is configured to support bicyclist's to be approximately perpendicular to the vertical of the frame To first foot of axis orientation；

Second pan section is installed to the frame and is configured to support bicyclist's to be approximately perpendicular to the vertical of the frame To second foot of axis orientation；

Wheel is installed to the frame between first pan section and the second pan section, on the plane side Extend with lower section, and is configured to around the axis rotation being located in the plane；

At least one orientation sensor is installed to the frame and is configured to sense the directed information of the frame；

First sensor region and second sensor region are arranged in first pan section, the first sensor Region and second sensor region are arranged such that the first sensor region has described the be configured to bicyclist The first zone of action and the second sensor region of the toe portion registration of one foot, which have, to be configured to bicyclist's Second zone of action of the heel part registration of first foot, first zone of action and the second zone of action are configured to Based on one or more power for being applied to first pan section, to sense bicyclist, there are information；

Motor controller is configured to receive the directed information and the bicyclist there are information and generates horse in response Up to control signal；

Motor is configured to receive the motor control signal from the motor controller and rotates the wheel in response Son, to promote the electric vehicle；And

Velocity sensor is configured to measure the speed of the electric vehicle；

Wherein the motor controller is configured in response to lucky zero in first zone of action and the second zone of action A activation and stop the motor；And

In response to described the when wherein the motor controller is configured to the speed in the electric vehicle lower than threshold value In one zone of action and the second zone of action it is proper what a activation and stop the motor.

13. electric vehicle according to claim 12, wherein the motor controller is configured to two work It moves the activation in region and activates the motor.

14. electric vehicle according to claim 13, wherein the motor controller is configured to only in response to two The activation of zone of action and activate the motor.

15. electric vehicle according to claim 12 further includes the third being arranged in second pan section Sensor region and the 4th sensor region, the 3rd sensor region and the 4th sensor region are arranged such that described 3rd sensor region, which has, is configured to the third zone of action being registrated with the toe portion of second foot of bicyclist simultaneously And the 4th sensor region has the 4th activity for being configured to be registrated with the heel part of second foot of bicyclist Region, the third zone of action and the 4th zone of action are configured to based on being applied to one of second pan section or more There are information to sense bicyclist for multiple power.

16. electric vehicle according to claim 15, wherein each sensor region includes by spacing layer separates First conductive inks and the second conductive inks.